Locomotive Operation 

QUESTIONS AND ANSWERS 

DEFECTS AND REMEDIES 

EXAMINATION QUESTIONS 



Bu ALON'/.' 




Class 

Book _i 

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CDEffilGHT DEPOSET. 



THE WESTINGHOUSE 

AUTOMATIC AND STRAIGHT AIR-BRAKE 

COMBINED 

E. T. EQUIPMENT AND MACHINERY 



QUESTIONS AND ANSWERS 

with 

THEIR DEFECTS AND REMEDIES. 

PRICE, $2.50 



Copyright applied for. 

Published by 

ALONZO W. DEAL, SR., 

Air-Brake and Machinery Examiner 

Philadelphia & Reading Railroad 



MR. DEAL'S BIOGRAPHY^ 



Born January 31, 1864. 

Entered the service of North Pennsylvania Railroad, 
November 1, 1876, as a messenger boy to shop fore- 
man and was apprenticed to learn machinist trade. 

Promoted to house engineer, March, 1883. 
Resigned N. P. R. R., 1883. 

Entered the service of Pennsylvania Railroad. 

1886, placed in charge of the air-brake system, Pow- 
elton Avenue Engine House. 

Resigned that position, 1893. 

Transferred to Jersey City, 1893. Leading machinist, 
Waldo Avenue. 

Resigned Pennsylvania Railroad, 1895. Entered the 
service P. & R. R. R. to look after air-brake system. 
Ninth and Green Streets, Philadelphia. 

Appointed air-brake instructor, Y. M. C. A., Third" 
and Berks Streets, 1898 and 1899. 

Appointed air-brake instructor, Philadelphia and 
New York Division, 1902. 

1904, appointed general inspector at Baldwin Loco- 
motive Works to receive 179 locomotives for the 
P. & R. R. R. 

1907, general inspector at Baldwin's Locomotive 
Works to receive 25 locomotives for the Georgia Cen- 
tral R. R. Mr. F. F. Gaines' choice as an inspector. 

1908, March 8th, appointed air-brake instructor, 
Philadelphia & Reading R. R. system. 

1917, forwarded to Baldwin's Locomotive Works to 
receive information concerning the Mallett Compound 
Locomotives, so as to demonstrate same on Frackville 
grade. 

1918, January and February, forwarded to Baldwin's 
Locomotive Works to receive 47 foreign locomotives. 

1918, April, forwarded to Lehigh University to train 
soldiers for General Pershing for overseas duty. 

1918, December 7th, appointed machinery examiner, 
P. & R. R. R. system. 

Now representing P. & R. R. R. system, air-brake 
and machinery examiner. 

dUN28l'd20 ©CI.A570538, 



1 



GOVERNMENT CONTROL OF RAILROADS 

January 8, 1918 

-^The Well-known Railroad Expert and Patriotic Trainer 

of Engineers and Firemen for Overseas Duty. 





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ALONZO W. DEAL, SR. 

Bom January 31, 1864. Entered the service of North 
Pennsylvania Railroad, November 1, 1876. 




A RAILROAD CATECHISM 

Treating on the Westinghouse air-brake equipment and 
the questions and answers on machinery, to be used 
for examination of firemen to be promoted to engineers. 
This little catechism contains the information the 
young man desires when entering rai^jroad work, or 
one who has already been employed for a short period 
of time, as well as the old experienced railroad m.an. 
It contains the different branches of information which 
the writer used for training the engineers and firemen 
for overseas duty in France on General Pershing's rail- 
road. 

No. 1. Field Test of Colors. 

No. 2. Book of Rules. 

No. 3. Bulletin Board Reading. 

No. 4. Watch Registering. 

No. 5. Air-Brake Instructions. 

No. 6. Machinery Instructions. 



This book is written and published by Alonzo W. Deal, 
Sr., an air-brake instructor for the past twenty years, 
having the knowledge of inspecting and repairing of 
same ever since November, 1876. Starting in that 
branch of work as an apprentice, and having had prac- 
tical experience for the past forty-three years, and at 
the present time an air-brake instructor. It is an under- 
stood fact that an air-brake instructor can be a bill of 
expense to his company or he can be a great saver. 
The loss of time to a train is an expense to the com- 
pany; therefore, if the engineers, firemen, conductors 
and trainmen can be enlightened on the subject of air- 
brakes, so that when they have a defect, they can 
remedy it and bring the train to its destination on time 
or as close to the time as possible with safety, and live 
within the bounds of the State and Interstate laws, he 
is considered one of the most reliable men the com- 
pany has in their employ. As his knowledge of the 
business makes him quite popular among the officials 
of the corporation, such as superintendents and train- 
masters, it is well to remember that it is no burden to 
carry knowledge, and it is received at very little 
expense. 




Interior of Air- Brake Instruction Car 

This car is directly under the management of Mr. 
Alonzo W. Deal, Sr. It makes its yearly trips over the 
railroad, stopping at all railroad centres. This car is 
scheduled to arrive and leave on a designated time, 
the same as a train schedule. 

The first list of questions and answers in this book 
5 



are used for newly-employed students who have just 
been placed in road service. 

In the month of June of each year this car is for- 
warded to Camden for the benefit of newly-employed 
men who are hired fo*r train service on the Atlantic 
City Railroad for a period of four months to protect 
and take care of the summer travel, as it is well known 
that this railroad takes in a large number of seaside 
places and most of the travel is done by pleasure- 
seekers during the summer months. 

QUESTIONS AND ANSWERS 

For the Newly-Employed Brakeman on the Air-Brake 
Subject. 

Q. 1. What is an air-brake? 

A. 1. A brake operated by compressed air. 

Q. 2. What kind of an air-brake is used on this 
railroad ? 

A. 2. The Westinghouse automatic quick- action air- 
brake.* 

Q. 3. Where does the conductor's and brakeman'a 
duties start in reference to an air-brake on a train and 
where do they stop? 

A. 3. They start at the angle-cock on the rear of 
the tender or the front of the engine and stop at the 
angle-cock on the rear of the train. 

Q. 4. What are their duties in reference to an air- 
brake on a train? 

A. 4. First, to see that all hand-brakes are off; 
second, that all retaining valve-handles are pointing 
down in line with the pipe; third, that all triple- valves 
are cut into service; fourth, that all bleed-valves are 
closed; fifth, that all hose are coupled properly; sixth, 
that no leaks exist in hose-couplings or brake pipes; 
seventh, that all angle-cocks are open except the one 
on rear of train, which must be closed, and the one on 
head end of the train closed until after the hose is 
coupled between tender and car. 

Q. 5. What are their duties before coupling air- 
hose on tender to air-hose on car? 

A. 5. Stretch the train and see that all lock-pins are 
in their proper position. This will prevent damage to 
air-hose. 

Q. 6. What should be done before coupling the hose 
6 



on tender to the hose on car? 

A. 6. First open the angle-cock on tender, blowing 
out the brake-pipe so as to be sure no dirt or water is 
retained in the pipe or hose before coupling. 

Q. 7. After engine and tender are coupled to train, 
what angle-cock should be opened first? 

A. 7. First open the angle-cock on tender, filling 
the vacant space of hose with air; then open the angle- 
cock on car. 

Q. 8. How should the air be turned in from the 
tender to the train? 

A. 8. By slowly opening the angle-cock on car. 

Q. 9. Why should the angle-cock be opened on the 
tender first? 

A. 9. To prevent putting the brake on engine and 
tender too suddenly. This will prevent damage to the 
brake-rigging. 

Q. 10. Where should we start to get a train ready 
in reference to an air-brake? 

A. 10. Begin at the rear of train. 

Q. 11. Why should we start at rear of train? 

A. 11. So as to be sure the angle-cock and whistle- 
cock on rear of train are closed. 

Q. 12. What would happen if these cocks were left 
open? 

A. 12. It would mean the loss of air and also time. 

Q. 13. After coupling the hose and turning the 
angle-cocks, are we ready to look over the brakes? 

A. 13. No; not until the pump has pumped the train 
up to the standard pressure and is fully charged. 

Q. 14. Who should tell when it is time to test the 
brakes ? 

A. 14. The engineer. 

Q. 15. Why should the engineer be the one to tell 
you when it is time to test the brakes? 

A. 15. The engineer is the one who has the air- 
gauge located in the cab of the engine, and this in- 
forms him of the pressure the brake-pipe and auxiliary 
reservoirs have under the engine, tender and cars. 

Q. 16. What should be done when the engineer is 
signaled to apply brakes? 

A. 16. The train crew should look over the train 
and see that the pistons are out of the cylinders a 
proper distance and also see that there is no leak at 
the brake-cylinders or high-speed reducing valves. 

Q. 17. What should be done after the engineer is 
7 



signaled to release brakes? 

A. 17. To see that all pistons have returned into 
t^e cylinders in their proper positions, that there is no 
blow at the triple-valve exhaust or that there is no 
blow at the exhaust of the retaining valve or no leaks 
in the air-brake apparatus. 

Q. 18. What piston travel should be looked for 
under a car when the brake is applied? 

A. 18. A piston travel of not less than six (6) 
inches and not more than eight (8) inches. 

Q. 19. What effect will a short piston travel have 
under a tender or car? 

A. 19. It will increase the braking power on that 
car or tender, and it will not work uniform with the 
rest of the brakes in the train. 

Q. 20. In testing the train brakes is it proper to have 
a brakeman open an angle-cock on the rear of train? 

A. 20. That is decidedly a very poor practice and 
must never be put into effect by train crews. 

Q. 21. When inspecting a train if we were to find 
a brake that would not apply with the rest of the 
brakes, what should be done? 

A. 21. First, see that the brake on that car is 
cut in properly; try the bleed-valve, so as to be sure 
that there is air in the auxiliary reservoir. If air 
is found in the reservoir signal the engineer for another 
Brake-pipe reduction. 

Q. 22. If the brakes then apply what may have 
been the cause? 

A. 22. A dirty feed groove in the triple valve, a 
stuck triple piston or a leaky brake-cylinder leather 
or a gummed slide valve. 

Q. 23. What are the principal working parts of the 
automatic air-brake that is applied to a car? 

A. 23. The triple valve, auxiliary reservoir and 
brake-cylinder ? 

Q. 24. What is the triple valve used for? 

A. 24. To charge the auxiliary reservoir, to apply 
the brakes and to release the brakes, 

Q. 25. From the "brake-pipe," where does the air 
go? 

A. 25. From the "brake-pipe" to the "triple valve," 
then to the auxiliary reservoir. 

Q. 26. What is the auxiliary "reservoir pi^ssure 
used for ? 
A. 26. The auxiliary reservoir pressure is used as a 
8 



storage of air to set the brake. 

Q. 27. What is the "brake-cylinder" pressure used 
for? 

A. 27. To hold the brake on after the brake is 
applied. 

Q. 28. When the air leaves the auxiliary reservoir, 
where does it go? 

A. 28. It passes the "graduating valve" and "slide 
valve" to the brake-cylinder. 

Q. 29. Where does the air go when it leaves the 
brake-cyliner ? 

A. 29. Air passes from the brake-cylinder out 
through the triple-valve exhaust port to the atmosphere. 

Q. 30. To where is the retaining valve connected? 

A. 30. It is connected to the triple-valve exhaust 
port. 

Q. 31. What position does the retaining valve handle 
occupy when. not in service? 

A. 31. Direct in line with the pipe, pointing down. 

Q. 32. What would you look for if the brake were 
applied and then released and you found the brake- 
cylinder piston would not return to the cylinder? 

A. 32. First, notice the position of the retaining 
valve handle to see if that is correct; disconnect the 
union at the triple-valve exhaust port, and look for a 
plugged-up retainer pipe. 

Q. 33. What would you do if you found a retaining 
valve broken off of the pipe or the pipe disconnected 
from the triple-exhaust port? 

A. 33. Nothing. Leave it alone. Card the car and 
have it repaired by the car inspector at the end of the 
trip. 

Q. 34. What is the pipe called that extends the 
full length of the car? 

A. 34. The brake-pipe.. 

Q. 35. What cocks are found in this pipe? 

A. 35. Angle-cocks, with a loose hose and coupling. 

Q. 36. How does the angle-cock handle stand when 
opened and closed? 

A. 36. In line with the brake-pipe when open and 
at right angles when closed. 

Q. 37. If the handle comes loose from the plug, 
how could you tell if the cock is open or closed? 

A. 37. By the groove in the top part of the plug. 

Q. 38. What is the name of this groove? 

A. 38. A port-way groove. The groove and the port 
9 



in the plug are in direct line with one another. 

Q. 39. What is the pipe called that leads from the 
brake-pipe to the triple valve? 

A. 39. The cross-over pipe. 

Q. 40. Is there a cock located on the cross-over 
pipe? 

A. 40. There is, and it is known as a straight-cock 
or a cut-out cock for the brake. 

Q. 41. How does the handle of the cut-out cock 
stand when open and closed? 

A. 41. Right angles when open and in line with the 
pipe when closed. 

Q. 42. What is the cut-out cock used for? 

A. 42. It is used to cut out the brake in case of a 
defect to the triple valve, auxiliary reservoir or brake- 
rigging. 

Q. 43. What is located on the cross -over pipe be- 
tween the cut-out cock and the triple valve? 

A. 40. A centrifugal dirt collector, used to protect 
the triple valve from foreign matter. 

Q. 44. What position should the handle of the cut- 
out cock occupy? In case you wanted to cut out a 
brake? 

A. 44. In line with the cross-over pipe. 

Q. 45. How would you proceed with a brake cut-out 
in a train? 

A. 45. Close the cut-out cock on the cross-over pipe, 
release all of the air out of the auxiliary reservoir and 
proceed. 

Q. 46. How should you leave cars stand in a siding 
80 as to remain there? 

A. 46. Always release all of the air out of the 
auxiliary reservoirs; then put on hand-brakes. 

Q. 47. After stopping a train on a descending grade, 
should the air or hand-brake be used to hold the train 
for a period of time over 2 minutes? 

A. 47. The hand-brakes should always be used. 

Q. 48. Explain in detail how the train should be 
secured with hand-brakes. 

A 48. On descending grades sufficient hand-brakes 
should be set on the front end of a train to fully secure 
it. On ascending grades sufficient hand-brakes should 
be used on the rear of the train to fully secure it. 

Q. 49. How should release valves on the auxiliary 
reservoirs be operated to release brakes? 

A. 49. Release valves should be tipped open and 
10 



closed until the triple valve exhaust starts to blow. 

Q. 50. How many different ways can the automatic 
brake be applied from the train? 

A. 50. First by opening the conductor's emergency 
valve; second, the angle-cock; third, the parting or 
bursting a hose or a defective brake or crossover pipe. 

Q. 51. If necessary to drill a car to rear of train, 
what should be examined before placing it there ? 

A. 51. First see if it has a good hand-brake. 

Q. 52. A car having a defective air and hand-brake, 
in what part of the train can it be safely moved to the 
nearest terminal point? 

A. 52. On the rear of the train with a car that has 
a good hand-brake in the rear of the defective one. 

Q. 53. What is a conductor's valve? 

A. 53. A conductor's valve is a valve located in a 
passenger car, and is used to set the brake when the 
conductor so desires. 

Q. 54. Where is the conductor's valve located? 

A. 54. In the saloon of the car, and has a cord at- 
tached running lengthwise through the car. 

Q. 55. Is there a cut-out valve attached to the up- 
right pipe leading up to the conductor's valve? 

A. 55. No. 

Q. 56. Where is the pipe connected that leads up to 
the conductor's valve? 

A. 56. It is connected direct to the brake pipe, and 
leads upright through the floor of car to the conductor's 
valve. 

Q. 57. How must the air-hose couplings be parted ? 

A. 57. Hose couplings must be parted by hand, so as 
to prevent damage to the brake-pipe, angle-cocks, hose 
couplings and gaskets. 

Q. 58. When is it proper to close an angle-cock on 
a train before releasing or after releasing a brake? 

A. 58. After releasing the brake. 

Q. 59. How should the conductor's valve be oper- 
ated? 

A. 59. According to the speed of the train; when 
running at a low rate of speed, gradually open; when 
running at a high rate of speed, wide open, if the emer- 
gency brake is desired, and if necessity calls for it. 

Q. 60. What is the use of the automatic slack ad- 
juster on passenger cars? 

A. 60. To prevent a running piston travel of more 
than 8 inches. 

11 



Q. 61. What is the high-speed reducing valve used 
for? 

A. 61. High-speed reducing valves are to be ad- 
justed to close at 60 pounds and are connected direct 
to brake-cylinders. 

Q. 62. When will the high-speed reducing valve go 
into operation? 

A. 62. When the brake-cylinder pressure is increased 
above 60 pounds; then the pressure in the brake- 
cylinder places the reducing valve into action, and the 
pressure of air will continue to flow out of the brake- 
cylinder until it is reduced to a fraction below 60 
pounds; then the valve will close. 

Q. 63. What is a pop valve used for that is at- 
tached to brake-cylinder pressure? 

A. 63. It takes the place of a high-speed reducing 
valve and is used to decrease the pressure of air in the 
brake-cylinder under an automatic action. 

Q. 64. If you have a blow-out of the exhaust port of 
the triple valve, or a retaining valve, how would you 
overcome it? 

A. 64. First, tap the check case; second, cut out 
the brake, bleed the air out of the auxiliary reservoir, 
cut it in quickly; third, shut the angle-cock on each end 
of the car, part the hose, open the angle-cock on de- 
fective car, drawing the air out of the brake-pipe, re- 
couple the hose, open the angle-cocks again and re- 
charge the auxiliary reservoir. If these remedies do not 
stop the blow, then close cut-out cock, bleed all of the 
air out of the auxiliary reservoir and proceed. 

Q. 65. What other pipe extends the full length of a 
passenger car? 

A. 65. Signal train pipe. 

Q. 66. What cocks are found on this pipe? 

A. 66. Straight cocks. 

Q. 67. How does the handles of these cocks stand 
when open and when closed? 

A. 67. In line with the pipe when closed and at 
right angles when open. 

Q. 68. How is the car discharge valve connected to' 
the signal train pipe? 

A. 68. There is a tee strainer located in the train 
signal pipe with a half -inch outlet, to which a half inch 
pipe is attached, and the car discharge valve is con- 
nected to this pipe. 

Q. 69. Is there a cut-out cock located on this pipe? 
12 



A. 69. Yes, and is used to cut out the car discharge 
valve in case of a defect to the valve. 

Q. 70. What pressure of air is carried in the train 
signal pipe? 

A. 70. 40 to 45 pounds. 

Q. 71. In coupling a signal hose on a tender to a 
signal hose on a car (and the hose is properly coupled), 
which cock should be opened first? 

A. 71. Open the cock on the car first, then on the 
tender. 

Q. 72. Has the signal train pipe any connection with 
the brake-pipe? 

A. 72. No. They are both independent of one an- 
other. 

Q. 73. How must car discharge valves be operated 
to make a reduction in the signal train pipe? 

A. 73. By pulling down on signal cord by quick 
wide open pull. 

Q. 74. What period should intervene between each 
blast of the car discharge valve ? 

A. 74. About two seconds between each pull of the 
car discharge valve. 

NOTICE. 

After the students have learned these questions, 
located in the book they are taught to place in hose 
gaskets, how to detect air-hose from whistle-hose, how 
to operate slack adjusters by hand so as to run the 
slack in and out in the brake rigging, how to operate the 
air whistle by using the whistle cord, also the con- 
ductor's valve, how to operate retaining valves, how 
the handle of the retaining valve stands when in serv- 
ice and when not in service, and how to bleed a brake 
^off through the opening of the bleed valve at the auxil- 
iary reservoir. 

A man being placed in an air-brake instruction car 
as an instructor has many things to contend with and 
must answer many questions pertaining to the air-brake 
subjects. This question is often asked: How long will 
it take to charge up a train of 80 cars ? And my first 
answer is that it depends on the condition of the train; 
also the leaks that exist in the brake apparatus and 
the condition of the pump. Then the man that asks the 
question says: I mean with everything in first-class 
condition. And this is my answer: That depends on 
the equipment. Let us say we have three trains, all 
13 



the same length; one train has all 8-inch equipment, 
that means 8-inch brake-cylinder, auxiliary reservoir 
10x24. No. 2 train has one-half of the train with 8- 
inch equipment and the other half of the train equipped 
with 10-inch equipment, that means 10-inch brake-cyl- 
inders and auxiliary reservoirs 12x33. No. 3 train has 
all 10-inch equipment. Then we understand that No. 
1 train will be charged up quicker than No. 2 train; 
No. 2 train will be charged up quicker than No. 3 
train, as the small auxiliary reservoirs will charge 
quicker than the large ones. Again, after the train 
is all charged and the brakes are applied, then re- 
leased, it will take longer to charge the 10-inch equip- 
ment because it took more air to fill the 10-inch brake cyl- 
inders out of the auxiliary reservoirs than it did the 
8-inch, providing all piston travels are near to the 
standard travel of 6-inch and not to exceed 8 inches. 

MR. DEAL 
has the honor attached to his name of talking to 140,000 
students, promoting over 3500 firemen to engineers and 
investigating over 500 cases of discipline in this past 
20 years. 

MR. DEAL 

being located at Belmont, Philadelphia, Pa., for a 
period of time looking after the U. S. A. lomocotives 
that were built for General Pershing's railroad in 
France, and after their deliverance to the Philadelphia 
& Reading Railway from Baldwin's Locomotive Works 
were put in his charge. The writer was very much sur- 
prised when he was called away from that position and 
was ordered to report at Reading on April 13th, 1918. 
Upon his arrival at Reading, and, calling on the Super- 
intendent of Motive Power, he was informed by Mr, I. 
A. Seiders that he was to place the air-brake instruc- 
tion car in first-class condition, locate anything in the 
car you desire and be prepared to go to South Bethle- 
hem and locate there indefinitely to be in connection 
with the Lehigh University to train soldiers who had 
previously been firemen to locomotive engineers for 
oversea duty. This call being very sudden, did not 
give the writer very much time to realize what he had 
to do, but he came to the conclusion very quickly that he 
would start right in on the work and educate and train 
them, under brotherhood rules, using the motto, so- 
briety, truth, justice and morality, which was done so 
14 



naturally that the writer felt highly honored to know 
that he was the one picked out by the officials of the 
Philadelphia & Reading Railway to do that patriotic 
work. At the same time, never having had any experi- 
ence with a college, but being a practical railroad 
man, it only took a short period of time to become 
acquainted with college rules. 

After arriving at the college and being introduced to 
the president. Dr. Henry S. Drinker, it was impressed 
upon Mr. Deal that he must take full charge of the 
training, and it all depended upon him the kind of 
engineers he would turn out. This gave confidence to 
Mr. Deal, and he proceeded direct under railroad rules, 
first using the field test for their eyes; after the eye- 
test book of rules, watch registering, bulletin board 
reading, air-brakes and machinery examination, giving 
them one and all the same opportunity for promotion 
to engineers. 

First class opened for their training 8th Day of May, 
1918. 

MR. DEAL 
being invited up to the College by Captain Chenning, Jr., 
to meet the boys for the first time, he passed a few 
remarks of welcome. 

The speaker said he was highly honored to know that 
the Railroad Company had forwarded him to Bethle- 
hem to be connected with the Lehigh University in this 
most wonderful and patriotic training, and was more 
than honored to know that God had given him the 
strength and ability to perform such duties that were 
required at this critical time — a time when not only we 
boys must be patriotic, but the time when it takes 
everyone in the U. S. A. to be patriotic. Just let us 
stop and think for a moment what it means to Gen- 
eral Pershing and the boys over there in the trenches 
if we can be educated to perform our duties success- 
fully, so we can take full charge of one of those loco- 
motives that is all ready over there awaiting our com- 
ing, and to take charge of one of them that will pull 
the train that is loaded with ammunition from the . 
docks to the trench lines, where it will be delivered 
direct to our soldier boys. Again, let us all put our 
minds down to the training so we can perform our 
duties most wonderfully. And I must say I would be 
more than pleased if one of you will operate the loco- 
motive that will pull the train that will have the cars 
15 



connected to it and they be loaded with the ammuni- 
tion that will win this great war. Now you all have 
my best wishes. May God be with you in your great 
work, both here and abroad, and may you also have 
a speedy return home to your family and friends. 

INTRODUCTION. 

The first introduction the soldier boys received in 
regards to their training was to appear at the stadium 
at 9 o'clock P. M. and there undergo a field test, using 
four different colors to test their eyes — red, white, 
green and blue. Those that passed a satisfactory 
examination received a certificate and were eligible to 
proceed further with their training. 

A certificate each and every soldier received who 
passed the eyesight test satisfactorily. 
Form 539. 

LEHIGH UNIVERSITY 
Camp Coppee 
Field Test of Engineers Entering U. S. A. 
Service with Eed, White, Green and Blue 
Lights. 
This is to certify that William D. Noll on this 
date, June 23d, 1918, satisfactorily passed the 
field test of colors previous to his promotion 
to engineer for overseas duty. 

(Signed) ALONZO W. DEAL, SR. 

Examiner. 

After passing the field test satisfactorily they were 
presented with a book of rules and were allotted a 
period of time to study them. When they were ready 
to go ahead and write the answers out on a form pro- 
vided for them, this form was presented to them, with 
all the questions and a place provided for the answers. 
After they were through writing their book of rules they 
were looked over carefully, giving each and every one 
an average, according to the number of questions cor- 
rect, using an average of 85 per cent, to promote them 
to engineers and 65 per cent, to be a fireman. If 
neither average was received they were disqualified. 

WILLIAMS HALL. 

This photograph represents Williams Hall, the place 
where the soldier boys sat and studied their book of 
16 



rules; also wrote the answers. Below is a copy of the 
certificate forwarded to each soldier who received the 
average of a per cent, great enough to receive one. 





Form 416. 



CAMP COPPEE 



Certificate of Examination 

•' Book of Rules. 

This is to certify that William D. Noll this 
date, June 28th, 1918, satisfactorily passed the 
examination in the book of rules for promotion 
to engineer for overseas duty. 
Average 100. 

(Signed) ALONZO W. DEAL, SR., 

Examiner. 
THIRD LESSON. 

As the eye test and book of rules were passed satis- 
factorily, the third lesson was the bulletin board read- 
ing as they entered the air-brake instruction car to be 

17 



trained on the subject of air-brakes. The bulletin 
board was constructed so as to plainly show them 
where water columns were located along the division 
that they were being trained on and what it meant to 
the company if neglect to read same, the loss of time 
and the service of their engine which was in their 
charge if they had to draw fire while en route. 

BULLETIN BOARD. 



Phila. & Reading Railway Co. 

Rdg. Div. 
Ofiice Road Foreman of Eng's 

Rdg,, Pa., May 17, 1918 
Notice 
To all Engineers: 

There is a serious complaint 
that our engineers are again 
using sand over interlocking 
switches. 

This practice must be dis- 
continued at once. 

JOHN SCHEIFLE, 
Road Foreman of Eng's. 



Water Stations 



Bethlehem 

Perkasie 

Telford 

No water at Lansdale 
Gwynedd 

Glenside 

Jenkintown 

Philadelphia 

No water at, represents 
a plug with the above 
words, can be moved from 
one place to the other. 



FOURTH LESSON. 
WATCH REGISTERING. 

Using one of the company's books to which watches 
are compared with a standard timepiece they are located 
at every railroad centre. Engineers, conductors and flag- 
men must register their watches, teaching them to keep 
their minute and second hands together so they could 
register correctly or if their watches were slow or fast 
they could register correctly the number of seconds on 
the place marked so in the books. 

REGISTER OF WATCHES COMPARED BY TRAIN 

CREWS. 

Bethlehem Station. 



MoTtmsnt 


Oomparded 
Date Time 


SeeondB 


Seronds 


Sginattire 


Oecnpatiom 


90506 


T-lllSi 8.45 


5 


B 


W. R. Rmitk 


FlremaA 


84t06 


T-ll-lsl 8.4f 


Jos. ^ . Brown 


Firemaa 



June 30, 1918. 



ALONZO W. DEAL, SR., 

Watch Examiner. 
18 



FIFTH LESSON. 

Air Brake Instruction and Examination. Each soldier 
was supplied with an air brake book with the questions 
and also a typewritten form with the answers. In the 
air brake instruction car they were instructed six hours 
a day for twenty days, then examined and a certificate 
issued according to their knowledge. 

Marked. Fair. Good. Very Good. Excellent. 

Philadelphia & Reading Railway Company. 

CERTIFICATE OF EXAMINATION 

on 

AIR BRAKES. 

This is to certify that Joseph W. Brown has been 
thoroughly examined as to his knowledge of the opera- 
tion and management of the Westinghouse air brake and 
is ranked excellent. 

ALONZO W. DEAL, SR., 

July 10, 1918. Examiner. 

The interstate laws covering the safety appliance 
act makes it compulsory that all locomotives leaving the 
engine house must have a good driving wheel-brake 
and tender-brake, and in good working condition. When 
a driving wheel-brake or tender-brake is found to be de- 
fective or inoperative before leaving the engine house 
the locomotive must not be permitted to leave, but must 
be substituted for a locomotive having a good driving 
wheel-brake and tender-brake. If the brakes on the 
engine and tender become disabled while en route and 
you have a sufficient amount of cars attached in a 
train so as to allow you to retain 85 per cent, of air- 
brakes in good condition, the locomotive may proceed 
to its destination, the engineer using all precaution 
necessary by the lost power of the driving wheel-brake 
or tender-brake. 

FIRST CLASS AIR-BRAKE INSTRUCTION. 

opened on the morning of May 10th, 1918. The num- 
ber of soldiers in session was 15 in the morning and 
15 in the afternon, making a total of 30 soldiers a day 
undergoing the training. 

This photograph represents the first 15 soldiers un- 
dergoing the training at Camp P. & R., South Bethle- 
hem. 

19 



ill i^-H 




^^BM 


|.,.:ft^:'^-^.; *'' 


.A^ .. 


^f*: -% ■ 



QUESTIONS AND ANSWERS 

used while training the soldiers to be engineers and 
firemen for overseas duty on General Pershing's rail- 
road in France: 

Q. 1. What is an air-brake? 

A brake operated by compressed air. 

What kind of an air-brake is used on this rail- 



A. 1. 
Q. 2. 
road? 
A. 2. 



The Westinghouse quick action automatic air- 
brake and straight air-brake combined. 

Q. 3. What is the meaning of automatic? 

A. 3. Anything that is self-acting. 

Q. 4. What is meant by a straight air-brake? 

A. 4. A brake that receives its air for its braking 
power direct from the main reservoir. 

Q. 5. What extra attachment is required when using 
a high-speed brake? 

A.5. High-speed reducing valve, pop valve oi 
safety valve. 

Q. 6. On what class of engines is the high-speed 
brake used? 

A. 6. On any class of engines having wheel-base 
sufficiently large enough to guarantee a high-speed 
movement; also one carrying steam pressure high 
20 



enough to accumulate a high pressure of air. 
Q. 7. Name the ten principal parts of an air-brake. 

A. 7. Air pump governor 1 

Air pump 2 

Main reservoir 3 

Engineer's equalizing discharge valve .......... 4 

Duplex air gauge 5 

Equalizing drum ' 6 

Brake-pipe hose and couplings 7 

Triple valves 8 

Auxiliary reservoirs 9 

Brake cylinders 10 

AIR PUMP. 

Q. 8. What is the air pump used for? 

A. 8. To compress air to the main reservoir. 

Q. 9. What part of the pump contains the differential 
piston ? 

A. 9. The top head of the air pump. 

Q. 10. To what is the slide valve connected? 

A. 10. To the differential piston. 

Q. 11. To what is the reversing valve connected ? 

A. 11. To the reversing valve rod. 

Q. 12. To what is the reversing valve rod con- 
nected? 

A. 12. To the reversing plate. 

Q. 13. To what is the reversing plate connected? 

A. 13. To the steam piston. 

Q. 14. To what is the lower end of the steam piston 
rod connected? 

A. 14. To the air piston. 

Q. 15. On what side of the pump are the receiving 
valves? 

A. 15. The receiving valves are on the side that the 
air strainer is located. 

Q. 16. On what side of the pump are the discharge 
valves ? 

A. 16. They are on the opposite side of the air cyl- 
inder, the side to which the discharge pipe is con- 
nected. 

Q. 17. Do both the receiving valves operate with 
each stroke of the pump piston? 

A. 17. No, the upper receiving valve operates on the 
down stroke and the lower receiving valve operates on 
the upper stroke of the pump piston. 

Q. 18. Do both the discharge valves operate with 
21 



each stroke of the pump piston? 

A. 18. No, the upper discharge valve operates on 
the upper stroke and the lower discharge valve oper- 
ates on the down stroke of the pump piston. 

Q. 19. What is the first thing you should do before 
starting an air pump? 

A. 19. Open the drip cocks. 

Q. 20. Explain how a standard 11-inch air pump 
•perates. 

A. 20. When the globe valve is opened, steam comes 
from the boiler to the globe valve, to the steam pipe, 
then to the governor, passing into the steam passage 
leading to the top head of the pump, and enters be- 
tween the differential pistons. The area of the large 
end of the piston being so much greater than the small 
end of the piston, the steam moves these pistons toward 
the right side, carrying with them the slide valve; to 
this position the steam port to the left of the slide valve 
is unseated and the steam port to the right side is now 
in communication with the exhaust port in the slide 
valve seat and the exhaust cavity in the slide valve. 
Any steam above the piston is free to pass to the at- 
mosphere as the steam port to the left of the slide valve 
is unseated, steam is free to pass to the lower end of 
the main steam piston. As the steam piston is forced 
upward by the steam pressure, and just before it 
reaches the top of its stroke the reversing plate strikes 
the shoulder of the reversing valve rod, lifting the 
rod. As the rod is lifted up the reversing valve is car- 
ried with it, blanking off the exhaust port to the right of 
the differential piston and unseating the steam port to 
the right of the differential piston. At this move steam 
is permitted to flow into the right side of the diflFer- 
ential piston, and at this move the steam pressure be- 
comes equal on both sides of the large piston. The 
small end of the piston having steam only on one side 
of the piston, and this steam being located on the inside 
of the piston, moves the differential pistons to the left, 
which gives the pump the reverse action. At this move 
the steam port to the right side of the slide valve is 
unseated and the steam port to the left is in communi- 
cation with the exhaust port in the valve seat, and the 
exhaust cavity in the slide valve and any steam in the 
lower end of the steam cylinder below the steam pis- 
ton is free to pass out to the atmosphere. The steam 
port to the right side of the slide valve being un- 
22 



seated steam is free to pass direct on top of the main 
steam piston as the piston is forced down by the steam 
pressure, and just before the piston nears its stroke 
the button on the reversing valve rod comes in con- 
tact with the reversing plate as the piston moves down; 
so does the reversing valve rod and reversing valve. 
At this move the steam port to the right of the differ- 
ential piston is blanked off and the exhaust port is un- 
covered. All steam to the right of the differential pis- 
ton passes out through the exhaust port to the atmos- 
phere, thus permitting the differential piston and slide 
valve to be carried to the right side, which gives the 
pump the reverse action. 

Q. 21. How is the condensation in the steam cylinder 

taken care of? i i 

A. 21. When the governor is in action by a small 

hole drilled through the steam valve, and when the 

pump is at rest by the drip-cocks. 

Q. 22. When should the drip-cocks be left open? 
A. 22. When steam is turned off of the pump. 
Q. 23. How long should the drip-cocks be left open ? 
A. 23. Until all the water is worked out of the 
steam cylinder. 

Q. 24. When should oil be fed to the pump? 
A. 24. Not until all the water is worked out of the 
pump and the drip-cocks closed, 

Q. 25. How many drops of oil per minute does the 
steam cylinder of the pump require? 

A. 25. On a through line passenger engine, one drop 
per minute; on a local train, two drops per minute; on 
a freight train, three to four drops per minute. 

Q. 26. When should the air cylinder of an air pump 
be oiled? 

A. 26. Just before starting the pump; also at inter- 
vals when the pump requires it. Valve oil should be 
used. 

Q. 27. How can you oil the air cylinder of an air 
pump when the piston and rod are in motion? 

A. 27. Fill the oil-cup with oil when the piston is 
moving on the down stroke; open it quickly, then close 
immediately. 

Q. 28. How should an air pump be started? 

A. 28. The air pump should be started and run 

slowly until there is a cushion of air in the air cylinder. 

Q. 29. What pressure should the main reservoir 

gauge hand register before increasing the speed of the 

23 



pump piston? 

A. 29. The main reservoir gauge hand should regis- 
ter 80 to 40 pounds before increasing the speed of the 
pump piston. If called to get an engine ready on 
short time, 80 pounds; if you have ample time, 40 
pounds. The more cushion of air you have in the air 
cylinder the easier it is on the steam piston and rod. 

Q. 80. At v/hat rate of speed should the pump piston 
be increased? 

A. 80. After there has been 30 or 40 pounds of air 
accumulated in the main reservoir; the pump piston 
should be regulated to run at a speed of 120 strokes 
per minute and not to exceed 140 strokes 

Q. 81. How can you locate a dirty discharge port 
or a loose discharge valve seat or a stuck discharge 
valve in the upper end of an air cylinder? 

A. 81. By the movement of the piston and rod in 
the pump. 

Q. 82. What kind of a movement would the piston 
and rod of an air pump have if the upper discharge port 
were dirty, or the valve seat were loose, or the discharge 
valve should stick? 

A. 32. The piston and rod would show a slow move- 
ment on the up stroke. 

Q. 33. What would you do to overcome the defects 
mentioned in Question 82, so you could proceed and 
have air on your engine and train? 

A. 83. First open the oil-cup on the centre piece of 
the pump. If oil-cup is stopped up screw it out. If 
that does not give results slacken gland on the centre- 
piece above the air cylinder. 

Q. 34. What would you do to overcome a lower stuck 
discharge valve in the air cylinder or a dirty port? 

A. 34. Take out the plug underneath the air cyl- 
inder head. 

Q. 35. How can you determine whether the dis- 
charge valve is broken? 

A. 85, By the movement of the piston and rod. If 
the valve is broken there will be a fast movement 
away from the broken valve. 

Q. 36. How would you detect a worn-out set of 
packing rings in the air cylinder? 

A. 36. If the rings are worn out in the air cylinder 
the piston will move a considerable distance before any 
vacuum is created in the air cylinder, and the atmos- 
pheric pressure will follow the piston for a short dis- 
24 



tance, receiving very little free air. 

Q. 37. What will cause an air pump to knock? 

A. 37. Loose frame on the boiler, loose pump on 
the frame, loose steam head, loose air piston, loose nut 
on the rod, too much lift on the valves, dirt or gum on 
the cylinder heads, worn reversing valve rod or plate, 
loose set screws in reversing plate. 

Q. 38. How will any obstruction in the air strainer 
affect the action of the pump? 

A. 38. It will increase the speed of the pump piston 
and very little free air will be accepted to the air cyl- 
inder. 




AIR PUMP GOVERNOR. 

Q. 39. What is the air pump governor used for? 

A. 39. To control the action of the steam pressure to 
pump and the air-pressure in the main reservoir. 

Q. 40. What pressure of air does the pump governor 
control ? 

25 ' 



A. 40. Main reservoir pressure. 

Q. 41. Where is the pump governor connected to 
the air pumps? 

A. 41. It is located between the steam pipe and 
steam cylinder of the air pump. 

Q. 42. To what is the diaphragm portion of the gov- 
ernor connected? 

A. 42. Direct to main reservoir pressure. 






■-"ti 



trr 



^L -, '::::i'''-z&rsJhu 



MAIN RESERVOIR. 

Q. 43. What is the main reservoir used for? 

A. 43. It is used to receive the air that the air pump 
is compressing and to hold it as storage; also to catch 
all the moisture that is in the air. 

Q. 44. Where does the air go when it leaves the 



pump? 
A. 44. 
Q. 45. 
A. 45, 



To the main reservoir. 
To what is the main reservoir piped? 
To the air pump, air pump governor and 
brake valve. 

Q. 46. When should the main reservoir be drained? 

A. 46. Once after each trip in road service or once 
every 24 hours in switching service. 

Q. 47. What effect will water have in the main res- 
ervoir in summer. 

A. 47. Takes the place of air; also rusts the pipes. 

Q. 48. What effect will water have in the main res- 
ervoir in the winter time? 

A. 48. It is liable to work its way back and freeze 
up the brake-pipe and triple valves; also takes the 
place of air. 

Q. 49. What pressure of air is carried jn the main 
reservoir ? 

A. 49. Main reservoir or excess pressure. 

Q. 50. Why do we obtain the best results when two 
main reservoirs are located on a locomotive? 



A. 50. One reservoir receives the air direct from 
the pump and the other one distributes the air to the 
brake system. 

Q. 51. How are the reservoirs connected up to the 
pump? 

A. 51. The use of two main reservoirs are always 
preferable, and of a long and small diameter, and cool- 
ing pipe of about 25 feet between the pump and the 
first reservoir, and about the same number of feet be- 
tween the first and second reservoir. 

Q. 52. Where is the best location for a main reser- 
voir? 

A. 52. At the lowest point possible, in connection 
with the brake system. 

ENGINEER'S BRAKE VALVE. 

Q. 53. What is the engineer's equalizing and dis- 
charge valve used for? 

A. 53. The engineer's equalizing discharge valve is 
used to control the flow of air from the main reservoir 
to the brake-pipe in two positions, known as full re- 
lease and running position, and also to charge the 
equalizing reservoir in full release position and run- 
ning position; to apply the brakes either in service 
or emergency iwsition and to hold the brake on the 
desired force the operator requires it to do after the 
brake is applied and brake valve handle is moved to 
lap position. In full release position the brake-pipe and 
the equalizing reservoir is charged direct and in run- 
ning position in an indirect feed through the feed 
valve attachment to the brake-pipe and equalizing res- 
ervoir. 

Q. 54. How many positions are there for the engi- 
neer's equalizing discharge valve ? Name them. 

A. 54. Five. No. 1, full release position; No. 2, run- 
ning position; No. 3, lap position; No. 4, service posi- 
tion; No. 5, emergency position. 

Q. 55. What are the different positions used for? 

A. 55. Full release is used to charge the brake-pipe 
and auxiliary reservoirs. Running position is used 
while pulling the train en route. Lap position is used 
to hold the brakes on. Service position is used to 
graduate the brakes on. Emergency position is used 
to make an emergency stop. 

Q. 56. Explain the flow of air through the brake 
valve with the valve in full release, 
27 



A. 56. A direct opening between the main reser- 
voir brake-pipe and equalizing reservoir. 

Q. 57. Explain the flow of air through the brake 
valve vdth the valve in running position. 

A. 57. In running position there is an indirect feed 
through the rotary valve and seat to the feed valve at- 
tachment to the brake-pipe and equalizing reservoir. 

Q. 58. What is the lap position used for? 

A. 58. To hold the brake on after the brake has been 
applied, either in service or emergency position. 

Q. 59. How many ports are open in the brake valve 
in lap position? 

A. 59. All ports are closed. 

Q. 60. Explain the flow of air through the brake 
valve with the brake valve handle in service position. 

A. 60. The first pressure of air is drawn off of the 
top of the equalizing piston out of Chamber D, and the 
equalizing reservoir brake-pipe pressure being the 
greater raises up the equalizing piston and discharges 
the air from the brake-pipe to the atmosphere through 
the elbow placed at the brake-pipe exhaust. 

Q. 61. Explain the flow of air through the brake 
valve when the brake valve handle is placed in the 
emergency position. 

A. 61. Direct opening between the brake-pipe and 
the atmosphere. 

Q. 62. When the air enters the brake-pipe below 
the equalizing piston, why is the piston not moved to 
its upper position? 

A. 62. The same time the air pressure is charging 
below the equalizing piston it is also charging above 
the piston. 

Q. 63. What volume of air is at all times in the 
small chamber above the equalizing piston? 

A. 63. Chamber D, or equalizing pressure. 

Q. 64. What pressure of air is at all times below 
the equalizing piston? 

A. 64. Brake-pipe pressure. 

Q. 65. What is the object of having the equalizing 
reservoir always connected to the small chamber above 
the equalizing piston? 

A. 65. So as to give an increased volume of air to 
Chamber D and permit the brake valve to operate 
under a graduated action. 

Q. 66. Why is there a blow from the exhaust open- 
ing in the back of the brake valve when the valve is 
28 



placed in full release position? 

A. 66. This is known as a warning port and is 
placed there to notify the engineer that the brake valve 
is in the wrong position. 

Q. 67. What air pressure escapes through the warn- 
ing port? 

A. 67. Main reservoir pressure. 

Q. 68. What will happen if the brake valve handle 
is left in full release position? 

A. 68. Brake-pipe will become overcharged above 
that pressure that the feed valve is set for; therefore, 
when the valve is placed in running position the brake 
will apply, providing there is a leak in the brake-pipe. 

Q. 69. How long should the brake valve handle be 
left in full release position? 

A. 69. Until the brake-pipe and main reservoir 
pressure is equalized with the pressure that the feed 
valve is regulated for. 

Q. 70. To what position must the brake valve handle 
be moved so as to prevent the brake-pipe from becom- 
ing overcharged? 

A. 70. Running position. 

Q. 71. Why will the brake-pipe not become over- 
charged with the brake valve handle in running posi- 
tion? 

A. 71. The feed valve automatically takes care of 
the brake-pii)e at a standard pressure. 

Q. 72. What air pressure is always present above 
the rotary valve? 

A. 72. Main reservoir pressure. 

Q. 73. What pressure of air is above the equalizing 
piston and below the rotary valve? 

A. 73. Equalizing pressure. 

Q. 74. When do you keep the brake valve handle in 
running position? 

A. 74. When the brake-pipe is charged up to the 
pressure for which the feed valve is regulated. 

Q. 75. When do you place the brake valve on lap 
position ? 

A. 75. Whenever you make a reduction in Chambei 
D and the equalizing reservoir and you desire to cease 
making any further reduction; on lap always remem 
ber all ports are closed. 

Q. 76. For what is the service position used? 

A. 76. To make a graduated reduction in Cbambei 
D and the equalizing pressure. This in return makes 
29 



a graduated reduction in the brake-pipe pressure and 
sits the brakes with a graduated application. 

Q. 77. In making a service application, from what 
part of the brake vaJve is the air pressure first drawn! 

A. 77. Off of the top of the equalizing piston out 
of Chamber D and the equalizing reservoir. 

Q. 78. Why does the equalizing piston move to iti 
lower position and close off the discharge from th« 
brake-pipe exhaust? 

A. 78. As soon as the brake valve handle is placed 
to lap position the preliminary exhaust port is closed 
off, this preventing any more air to escape from Cham- 
ber D and the equalizing reservoir; the brake-pipe pres- 
sure will keep on discharging air until the pressure in 
Chamber D is a trifle stronger than the brake-pipe 
pressure; then the brake-pipe exhaust is closed off by 
the movement of the equalizing piston to its seat. 

Q. 79. When making a five-pound reduction in Cham- 
ber D and the equalizing reservoir pressure above the 
equalizing piston, how much air will escape from the 
brake-pipe ? 

A. 79. About five pounds. 

Q. 80. Is it possible for the air to escape from the 
brake-pipe exhaust opening fast enough to apply the 
brakes in the emergency? 

A. 80. No; the exhaust elbow at the brake valve is 
designed so as to allow the air to escape from the 
brake-pipe to the atmosphere just as fast as the gradu- 
ated port in the triple valve will admit air from the 
auxiliary reservoir to the brake cylinder. 

Q. 81. When the brake valve occupies the emergency 
position does any air escape from the exhaust fitting in 
the brake valve? 

A. 81. No. 

Q. 82. If you apply the brakes gradually do you 
take air from the brake-pipe? 

A. 82. No; the engineer controls the equalizing 
pressure only. 

Q. 88. Name the five different pressures of air lo- 
cated on the locomotive. 

A. 83. 1. Main reservoir pressure. 

2. Brake-pipe pressure. 

3. Equalizing pressure. 

4. Auxiliary reservoir pressure. 

5. Brake-cylinder pressure. 

Q. 84. Name the three pressures of air located on 
30 



the tender. 

A. 84. 1. Brake-pipe pressure. 

2. Auxiliary reservoir pressure. 

3. Brake-cylinder pressure. 

Q. 85. In running position, when the pump stops and 
you have 90 pounds of air in the main reservoir and 
70 pounds of air in the brake-pipe and equalizing reser- 
voir, what is the difference between the pressure in the 
main reservoir brake-pipe and equalizing reservoir 
called ? 

A. 85. Excess pressure. 

Q. 86. For what is the excess pressure used? 

A. 86. To release brakes, recharge the brake-pipe 
and auxiliary reservoirs. 

Q. 87. What will cause the brake-pipe exhaust to 
operate in the brake valve when you place the brake 
valve in full release position, with the engine and tender 
only, after the brake has been applied? 

A. 87. The brake-pipe is charged through a large 
opening in the rotary valve and seat; Chamber D pres- 
sure is charged through the preliminary exhaust port 
and the equalizing port; the brake-pipe, being short, it 
will charge to a standard pressure quicker than Chamber 
D pressure; the brake-pipe pressure being the stronger 
of the two pressures, raises up the equalizing piston from 
its seat and discharges air from the brake-pipe to the 
atmosphere, until both the brake-pipe pressure and 
Chamber D pressure equalizes. 

Q. 88. What would you look for if the brake valve 
were to start and operate water through the preliminary 
exhaust port? 

A. 88. Look for water in the equalizing reservoir. 

FEED VALVE. 

Q. 89. For what is a feed valve used ? 

A. 89. To maintain a standard pressure in the brake- 
pipe and equalizing reservoir when the brake valve 
handle is in running position. 

Q. 90. Where is the feed valve located ? 

A. 90. On the brake valve between the main reser- 
voir pressure brake-pipe and equalizing reservoir pres- 
sure. 

Q. 91. How would you regulate a feed valve? 

A. 91. Eemove cap-nut, turn adjusting nut in to in- 
crease brake-pipe pressure and out to reduce it. 

Q. 92. Explain how a feed valve operates. 
31 



A. 92. When the handle of the brake valve is placed 
in running position air pressure from the main reser- 
voir enters the slide valve chamber and forces supply 
valve piston forward, drawing supply valve with it, and 
compressing the supply valve piston spring, uncovering 
a port opening leading to the brake-pipe, then to the 
equalizing reservoir. The resulting increase of pres- 
sure in the brake-pipe and in the small chamber over 
the diaphrgam continues until it becomes sufficient to 
overcome the tension of the regulating spring, adjusted 
to 70 pounds. The diaphragm, now above the regulating 
spring, yields and permits the regulating valve to 
close, cutting off communication to the rear of the 
slide valve piston and brake-pipe. This small cham- 
ber to the rear of the piston is now being charged 
through the leakage past the slide valve piston. As 
soon as the air pressures are equal on both sides of 
the piston the supply valve piston reacts and forces 
supply valve piston and slide valve to normal posi- 
tions, closing off communication between the main res- 
ervoir and brake-pipe. 

INDEPENDENT BRAKE VALVE. 

Q. 93. How is the independent brake valve connected 
up? 

A. 93. Between the main reservoir, double-seated 
check valve and brake cylinders. 

Q. 94. In what position would you place the brake 
valve handle to apply the brakes ? 

A. 94. In application position, moving the handle of 
the brake valve to the right. 

Q. 95. How would you release the independent 
brake ? 

A. 95. In release position, moving the handle of the 
brake valve to the left. 

Q. 96. Describe how the air passes through the in- 
dependent brake valve in lap position. 

A. 96. In this position the tappet pieces clear both 
valves and the valves are forced to their seats with the 
help of a spring and air and all ports are closed. 

Q. 97. What position should the independent brake 
valve handle occupy when using the engineer's equaliz- 
ing discharge valve? 

A. 97. Release, or running position, so as to insure a 
prompt release of the automatic brake, and so a slight 
leak from the main reservoir pressure by the valve 
32 



cannot creep the brake on. 

Q. 98. Describe how the independent brake valve 
operates. 

A. 98. When the brake valve handle is moved to the 
right the tappet piece on the shaft engages the stem of 
the valve controlling main reservoir pressure that is 
supplied by the reducing valve. This pressure being 
beneath the valve, is permitted to enter the brake 
valve and the pipe leading to the double-seated check 
valve, forcing the valve over toward the automatic 
connection and forming an air-tight joint. At this 
move the air is permitted to pass the check valve to 
fwhe brake-cylinder pipes, thence to the brake-cylinders. 
To release the brake the brake valve handle is moved 
to the left, the tappet piece on the shaft now engages 
with the exhaust valve, forcing it from its seat, and the 
air from the brake-cylinder comes back through the 
brake-cylinder pipes by the check valve through the 
brake valve by the unseated exhaust valve to the 
atmosphere, thus releasing the air from the brake- 
cylinders. , 




DOUBLE-SEATED CHECK VALVE. 

v^. 99. Where is the double-seated check valve lo- 
cated "^ 

A. 99. Between the straight air-brake valve, triple 
valve and brake-cylinders. 

Q. 100. For what is the double-seated check valve 
used ? 

A. 100. To control two independent pressures of air. 
33 



DOUBLE-HEADED VALVE. 

Q. 101. Where is the double headed valve? 

A. 101. On the brake-pipe directly underneath of the 
automatic brake valve. 

Q. 102. For what is the double-headed valve used ? 

A. 102. For double-heading, when two or more en 
gines are coupled together in a train. 
AIR GAUGES. 

Q. i03. Why do we have air gauges on engines ? 

A. 103. To indicate the pressures of air located on 
the engine. 

Q. 104. How are the air gauges connected up? 

A. 104. Straight air gauge is connected to the brake- 
cylinders and the double air gauge to the brake-pipe 
equalizing pressure and main reservoir pressure. 

Q. 105. What pressure does the double air gauge 
register ? 

A. 105. The black hand registers brake-pipe pres- 
sure and equalizing reservoir pressure; red hand main 
reservoir pressure. 




TRIPLE VALVES. 

Q. 106. For what are triple valves used? 

A. 106. To charge, apply and release brakes. 

Q. 107. How many different style triple valves do 
we use on this railroad? 

A. 107. Two, plain and quick action triple valves. 

Q. 108. Explain in a general way why more than 
one style triple valve is used on this railroad. 

A. 108. Plain triple valve in service position gradu- 
ates the brake on and in the emergency gives a sud- 
den brake, but no increased braking powers. Quick 
action triple valve gives a graduated brake in sei'vice 
position, and when used in the emergency position 
gives us an increased braking power in the brake-cylin- 
der, due to brake-pipe pressure entering the brake- 
cylinder. 

Q. 109. Explain how the air passes through the 
plain triple valve in release position. 

A. 109. Air enters the plain triple valve from the 
crossover-pipe, leading down through a passage into 
the graduated stem case, through the stem case to 
ports leading to the piston chamber, moving up the 
triple piston, uncovering a feed groove on the side of the 
piston chamber to the feed groove on the piston shoul- 
der, then to the slide valve chamber to the auxiliary 
reservoir by the means of a pipe. This is a continua- 
tion of the slide valve chamber. 

Q. 110. How does the air pass through a quick 
action triple valve in release position? 

A. 110. The quick action triple valve is charged in 
the same way as the plain triple valve in release posi- 
tion; instead of the brake-pipe being attached to the 
triple valve body it is connected to the check case, and 
the air passes through the check case to the graduat- 
ing stem case, then to the piston chamber. While the 
auxiliary resei-voir is being charged a small chamber 
above the clieck valve and below the emergency rub- 
ber-seated valve is being charged. 

Q. 111. Explain how the air passes from the auxil- 
iary reservoir to the brake-cylinder with a plain triple 
valve in service position. 

A. 111. Brake-pipe and auxiliary reservoir pressures 
are equal, but when there is a reduction in brake-pipe 
pressure that weakens brake-pipe pressure, the auxil- 
iary reservoir pressure being the greater forces the 
35 



triple piston down, covering the feed groove on the 
side of the piston chamber; as the piston moves the 
graduating valve is carried with it by the help of a 
graduating pin. This valve is now unseated. The 
triple piston keeps on moving until the shoulder of the 
piston stem comes in contact with the slide valve, carry- 
ing the slide valve with it. At this movement the 
exhaust port is closed and the graduating port is now 
in communication with the brake-cylinder port; the 
triple piston now has moved as far as the graduating 
stem and spring will permit it. At this movement the 
air from the auxiliary reservoir passes by the graduat- 
ing valve to the brake-cylinder. Just as soon as the 
auxiliary reservoir pressure is a trifle less than the 
brake-pipe pressure the triple piston moves up and the 
graduating valve is closed off, thus cutting off com- 
munication between the auxiliary reservoir and the 
brake-cylinder. 

Q. 1J2. Do both the plain and quick action triple 
valves work alike in service position? 

A. 112. Both the plain and quick action triple valves 
work alike in service position. 

Q. 113. Explain how the air passes from the auxil- 
iaiy reservoir to the brake-cylinder in the emergency 
position with a plain triple valve. 

A. 113. Brake-pipe pressure is suddenly reduced be- 
low auxiliary reservoir pressure. The auxiliary reser- 
voir pressure being the greater of the two pressures, 
forces the triple piston and slide valve down to its ex- 
trem.e travel, compressing the graduating stem and 
spring. At this movement there is a direct opening 
between the auxiliary reservoir and brake-cylinder ov3r 
the top of the slide valve. 

Q. 114. Explain how the air passes from the auxil- 
iary reservoir to the brake-cylinder in the emergency 
position with a quick action triple valve. 

A. 114. A sudden reduction in the brake-pipe pres- 
sure causes the auxiliary reservoir pressure to force 
the triple piston out the full length of the piston cham- 
ber; the graduating stem and spring are compressed. 
This gives the slide valve a communication between the 
auxiliary reservoir and brake-cylinder. At this move- 
ment the slide valve has uncovered a port leading to 
the top of the emergency piston. The auxiliary reser- 
voir pressure forces the emergency piston down, which 
comes in contact with the emergency rubber-seated 
36 



valve. This valve is unseated. The air pressure, now in 
the small chamber above the check valve, is permitted 
to enter the brake-cylinder and at the same time the 
brake-pipe pressure raises the check valve and brake- 
pipe pressure enters the brake-cylinder. As soon as 
the pressures of air are equal in the brake-cylinder and 
auxiliary reservoir and brake-pipe the emergency rub- 
ber-seated valve and check valve return to their nor- 
mal positions. 

Q. 115. Do we receive any greater braking power 
with a plain triple valve, when the brake valve occupies 
the emergency position, than we do when it is placed 
in full service position? 

A. 115. No. The air passes from the auxiliary res- 
ervoir to the brake-cylinder and enters direct in the 
emergency action, which gives a more sudden brake, 
but the braking powers are not increased at all. 

Q. 116. Do we receive any more braking powers 
with a quick action triple valve when the triple valve 
occupies the emergency position? 

A. 116. We do. Brake-pipe pressure and auxiliary 
reservoir pressure enter the brake-cylinder together; 
plain triple valve auxiliary reservoir pressure enters 
only. 

Q. 117. Why is it necessary for the auxiliary reser- 
voir pressure to enter the brake cylinder first? 

A. 117. So as to prevent quick action. 

A. 118. What will happen if brake-pipe pressure 
enters the brake-cylinder first? 

A. 118. Quick action will be obtained. 

Q. 119. For what is a check valve used? 

A. 119. Brake-pipe check valve prevents the brake- 
cylinder pressure from flowing back into the brake-pipe 
when the brake-pipe pressure is reduced below brake- 
cylinder or auxiliary reservoir pressure, or when there 
is a burst hose; it prevents the air flowing out of the 
bursted opening. If this valve leaks, brake-cylinder 
pressure can leak back by the check valve over into 
the crossover-pipe to the brake-pipe. 

Q. 120. For what is the emergency rubber-seated 
valve used? 

A. 120. First, it prevents brake-pipe pressure from 
entering the brake-cylinder when not desired; second, 
it permits brake-pipe pressure to enter the brake- 
cylinder during the emergency action of the triple 
valve. 

37 



AUXILIARY RESERVOIR. 

Q. 121. For what is the auxiliary reservoir used? 

A. 121. Auxiliary reservoirs are used for a storage 
of air, used for setting the brake. 

Q. 122. How much larger is the auxiliary reservoir 
than the brake-cylinder? 

A. 122. Auxiliary reservoirs are built a fraction 
three times larger than the brake-cylinders. 

BRAKE CYLINDERS. 

Q. 123. For what is a brake-cylinder used? 

A. 123. The brake-cylinder is used to hold the brake 
on. 

Q. 124. What is the standard piston travel on en- 
gines? 

A. 124. Engines with four wheels, 4% -inch piston 
travel. Engines with six wheels, 5-inch piston travel. 
Engines with eight wheels or more, 5^/^ -inch piston 
travel. Where a trailing wheel-brake is connected to 
the driving wheel-brake levers and controlled by the 
same triple valve and auxiliary reservoir, I always 
count that as one pair of driving wheels in reference 
to piston travel on that engine. 

Q. 125. What is the standard piston travel on 
tenders ? 

A. 125. Tenders, 7 to 9-inch travel. 

Q. 126. What is the standard piston travel on cars? 

A. 126. Cars, 6 to 8-inch travel. 

Q. 127. What care should be taken when setting up 
a brake on an engine ? 

A. 127. Be sure and see that there is shoe back 
clearance enough so as to prevent the binding of wheels 
on curves. 

Q. 128. How much farther does a piston travel when 
a running test of the brakes is made ? 

A. 128. That depends on the condition of the brake- 
rigging journal boxes. Lost motion between the pedes- 
tals and boxes. Centre castings. A variation from 
one to two inches. 

Q. 129. What effect will a short piston travel have 
on a tender or car? 

A. 129. Increase the braking powers and liable to 
do damage to brake equipment. 

AUTOMATIC SLACK ADJUSTER. 

Q. 130. Why are slack adjusters used on brake 
38 



equipment ? 

A. 130. Slack adjusters located on cars and tenders 
prevent mnning piston travel of more than eight inches. 

Q. 131. Explain how the slack adjuster operates. 

A. 131. When there is a sufficient amount of slack 
in the brake rigging so that the brake piston can travel 
eight inches the port opening in the brake cylinder is 
uncovered by the piston leather passing by it. This 
permits the air to flow through the small quarter-inch 
pipe leading from the brake-cylinder to the slack ad- 
juster cylinder. At this movement the slack adjuster 
piston will be moved up compressing the piston spring. 
The movement of the piston disengages the pawl from 
the lug and the pawl spring causes the pawl to engage 
with the teeth on the ratchet nut. When the brake is 
released and the piston returns to release position the 
slack adjuster port is now in communication with the 
none-pressure head and the air from the slack adjuster 
cylinder passes to the atmosphere. The piston spring in 
the slack adjuster cylinder reacts, returning to its nor- 
mal position, carrying with it the slack adjuster piston 
back, and through this movement the pawl turns the 
ratchet nut, which draws the screw in the cylinder, 
which is fastened to a cross head attached to the slack 
adjuster screw; hence the lever is moved correspond- 
ingly. The effect of which is to draw all the brake- 
shoes closer to the wheels. 

Q. 132. On cars fitted with the automatic slack ad- 
juster, what use should be made of the dead levers and 
other connections where slack can be taken up? 

A. 132. The dead levers and other connections should 
not be touched. All adjustments must be made with 
the slack adjuster. 

Q. 133. What would you do if the piston travel was 
found to be short on a car fitted with the automatic 
slack adjuster? 

A. 183. Turn the ratchet nut to the left; that will 
increase the piston travel. 

Q. 134. How can the automatic slack adjuster be 
tested? 

A. 134. By running the slack adjuster out until 
piston travel will exceed eight inches. 

Q. 185. How can the slack be left out by the use of a 
slack adjuster when replacing the brake-shoes? 

A. 135. Turn the ratchet nut to the left until the 
slack adjuster is turned back far enough so as to al- 



low clearance enough to place brake-shoes on. 

Q. 186. What care does the slack adjuster require to 
keep it in good condition ? 

A. 136, It should be cleaned and oiled every time 
the brake-cylinder is cleaned. 

HIGH SPEED REDUCING VALVES. 

Q. 137. What are the duties of a high speed reduc- 
ing valve? 

A. 137. High speed reducing valves are to be used 
in connection with the brake cylinder so as to reduce 
the pressure of air admitted to the cylinders when 
they exceed the pressure of 60 pounds. 

Q. 188. How is the variable pressure regulated? 

A. 138. Through the action of the triangular port 
located in the slide valve. 

Q. 139. Explain how the reducing valve operates. 

A. 139. When the brake is applied and fully set, and 
the pressure in the brake cylinder is greater than the 
tension spring is set for, the piston is forced down, 
carrying with it the slide valve, thus opening the tri- 
angular port in the slide valve with the port opening in 
the slide valve seat, allowing the surplus of air to 
escape to the atmosphere. 

Q. 140. In the emergency application of the brake, 
how does the high speed reducing valve operate? 

A. 140. If the brake-cylinder pressure exceeds that 
of the tension spring sufficiently great enough the pis- 
ton is forced down full stroke and cylinder pressure 
escapes slowly through a small end of the triangular 
port. As cylinder pressure lessens regulating spring 
raises piston and slide valve, giving the larger part of 
the triangular port an opportunity to allow brake- 
cylinder pressure to release faster until it is reduced 
to 60 pounds; then the valve is closed off; no more air 
can escape from the brake-cylinder. 

Q, 141. In service application of the brake, how 
does the high speed reducing valve operate? 

A. 141. If the pressure in the brake-cylinder only 
exceeds the tension spring slightly the large part of the 
triangular port is in communication with the brake- 
cylinder and the atmosphere, and the air is reduced 
suddenly out of the brake-cylinders down to 60 pounds; 
then the valve is closed. 

Q. 142. What care should be given high speed re- 
ducing valves ? 

40 



A. 142. Cleaned and oiled every time the brake- 
cylinder is cleaned. 

SAFETY VALVES. 




Q. 143. What benefit are safety valves attached to 
brake-cylinders ? 

A. 143. So as to allow all air pressure that enters 
the brake-cylinder above 53 pounds to escape to the 
atmosphere. 

Q. 144. Where are safety valves located? 

A. 144. In direct communication with brake-cylin- 
ders. 

Q. 145. Describe how a safety valve operates. 

A. 145. Safety valves are a valve and stem com- 
bined, VkTith the valve facing downward on the valve 
seat and a tension spring encircled around the stem 
above the valve. As the air pressure exceeds the ten- 
sion spring the valve is forced upward and the brake- 
cylinder pressure escapes to the atmosphere through the 
port openings located in the valve body, thus permit- 
ting the air to escape to the atmosphere. 

PRESSURE RETAINING VALVES. 

Q. 146. For what purpose are pressure retaining 
valves used? 

A. 146, To retain a pressure of air in the brake- 
cylinder while the brake-pipe and auxiliary reservoirs 
are being recharged. 

Q. 147. Where are retaining valves connected and 
where are they usually located? 

A. 147. They are connected to the exhaust port of 
the triple valve and located on the B end of a car. 

Q. 148. Describe the construction and operation of 
the pressure retaining valves. 

A. 148. When the pressure retaining valve handle 
is pointing dowTi in line with the pipe it is out of serv- 
ice, but when pointing on an angle or direct out, then 
it is in operation. When the triple valve is placed in 
41 



release position the air from the brake-cylinder must 
escape to the atmosphere, but when the handle of the 
retainer is turned up the brake-cylinder pressure passes 
through the retainer until it strikes the weighted 
valves. Any pressure above what the retainer is set 
for passes to the atmosphere through a restricted port. 
When the pressure in the brake-cylinder is reduced be- 
low the pressure the valve retains for the valve re- 
turns to its normal position and the air is retained in 
the brake cylinder. 

SIGNAL REDUCING VALVES. 

Q. 149. What is the object of the air signal equip- 
ment? 

A. 149. To transfer signals from the train to the 
engineer. 

Q. 150. What pressure of air should be carried in 
the train signal pipe? 

A. 150. Forty to forty-five pounds. 

Q. 151. What kind of a reduction in the train air 
signal pressure should be made in order to operate 
the signal valve properly? 

A. 151. A sudden reduction of train signal pipe 
pressure. 

Q. 152. Explain the flow of air through the signal 
reducing valve. 

A. 152. The tension spring controls the movement 
of the piston and check valve. When the tension spring 
exceeds the air pressure the piston is moved up, un- 
seating the check valve; main reservoir pressure flows 
through the restricted port to the check valve by the 
check valve on top of the piston, thence through a port 
leading to the pipe connecting train signal pipe. When 
the air pressure exceeds that of the tension spring the 
piston is moved down and the check valve returns to 
its seat by the helpmate of a spring and main reser- 
voir pressure. No more air is admitted to the train 
signal pipe unless the pressure is reduced in the train 
signal pipe, which will permit the reducing valve to 
react and recharge the train signal line. 

AIR SIGNAL VALVE. 

Q. 153. What are the duties of the air signal valve? 
A. 153. It is used to convey air to the air signal 
whistle under an automatic action. 
42 



Q. 154. Explain the flow of air through the air signal 
valve while it is being charged. 

A. 154. After the air leaves the reducing valve it 
is free to pass back in the train signal pipe and signal 
valve. As it passes into the signal valve from a half- 
inch pipe it enters the valve and passes through a re- 
stricted port in a cavity on top of the diaphragm and 
down through a port leading to the lower half of the 
stem which is three-sided, so that the air can pass up 
to where the round part of the upper half of the stem 
has a neat fit in the bushing sufficiently tight so as to 
allow air to feed into the chamber below the diaphragm 
slowly, so the air pressure can equalize on both sides 
of the diaphragm and at the same time give ample 
time to charge the train signal pipe. 

Q. 155. Explain how the air signal valve operates 
when a reduction is made in the train signal pipe. 

A. 155. To place the signal valve in action the 
pressure is reduced in the train signal pipe and above 
the diaphragm in the signal valve, and the air passes 
out of the restricted port off of the top of the dia- 
phragm. This permits the pressure to be reduced. The 
air pressure in the chamber below the diaphragm being 
the greater, raises up the diaphragm and stem, un- 
covering the small port opening in the lower end of the 
signal valve bushing. This permits, the air pressure to 
escape to the small pipe leading to the air whistle, 
which in return gives a blast. This will occur as often 
as the air pressure is reduced above the diaphragm. 

Q. 156. Explain how the air passes through the 
whistle valve so it passes to the whistle and causes it 
to blow. 

A. 156. As the diaphragm and stem are raised 
through an automatic action of the signal valve the 
round part of the stem is raised a sufficient distance 
to permit the stem, that is three-sided, to be raised a 
short distance above the bushing so as to permit the 
air to pass from the lower part of the signal valve 
chamber down through the bushing and out of the re- 
stricted opening to the pipe leading to the air signal 
whistle, through the action of the air passing up to 
the signal whistle bowl. 

CAR DISCHARGE VALVES. 

Q. 157. For what purpose are car discharge valves ? 
A. 157. To reduce the pressure of air in the train 
43 



signal pipe. 

Q. 158. Explain how a car discharge valve operates. 

A. 158. A signal cord is attached to the stem of the 
valve. When the cord is pulled the small valve is forced 
from its seat, allowing the air in the train signal pipe 
to escape to the atmosphere as soon as the cord is 
free again. The pressure in the train signal pipe 
along with the helpmate of a spring automatically 
closes the valve. 

GENERAL INSTRUCTION TO LOCOMOTIVE 
ENGINEERS. 

Q. 159. When you receive an engine at the engine 
house what attention should you give to the brake 
equipment on engine and tender? 

A. 159. To see that the brake equipment on the 
engine and tender are in first-class condition before 
proceeding. 

Q. 160. What is the meaning of brake equipment? 

A. 160. Everything that is used in connection with 
an air-brake on the engine and tender. 

Q. 161. What should you do before moving the en- 
gine? 

A. 161. Make an application of the brake; note the 
condition of piston travel on engine and tender; also 
condition of brake. 

Q. 162. While moving the engine from the engine 
house to the train? 

A. 162. Apply the brakes and note their holding 
powers before attaching engine to train. 

Q. 163. After the engine has been coupled to the 
train ? 

A. 163. Place the brake valve handle in full release 
position; see that the standard brake-pipe and auxiliary 
reservoir pressures are obtained before testing brakes. 

Q. 164. After the brakes have been tested and you 
have been informed as to the number of cars in the 
train ? 

A. 164. Yes, by the brake-pipe pressure leaving the 
exhaust elbow attached to the brake valve; longer the 
train, longer the blow. 

Q. 165. Why should you make a running test? 

A. 165. To be sure that all brakes are in working 
condition attached to the train. 

Q. 166. After you have made a running test, can 
you tell how many cars are in air-brake service? 
44 



A. 166. Yes; the manner in which the brakes hold 
and check the speed of the train. 

Q. 167. What should you do if you notice that the 
brake-pipe exhaust does not represent the number of 
cars you have been informed are in air-brake service? 

A. 167. Call for brakes and stop immediately. 

Q. 168. Why are you required to make a running 
test two miles previous to a junction or meeting point? 

A. 168. To be sure that all valves will respond to the 
call of the brake valve. 

Q. 169. If you find the brakes do not respond to the 
action of the brake valve, what should you do? 

A. 169. Call for brakes and stop immediately. 

Q, 170. What air pressure is carried on the stand- 
ard brake? 

A. 170. 70 pounds brake-pipe pressure; 90 pounds 
main reservoir pressure. 

Q. 171. What air pressure is carried on the high 
speed brake? 

A. 171. 110 pounds brake-pipe pressure; 130 pounds 
main reservoir pressure. 

Q. 172. What air pressure is carried on the stand- 
ard brake and the high main reservoir pressure con- 
trol? 

A. 172. 70 pounds brake-pipe pressure; 90 pounds 
main reservoir pressure; 110 pounds main reservoir 
pressure on high main reservoir pressure control gov- 
ernor. 

Q. 173. What pressures of air are carried in the 
main reservoir of a high speed brake where the duplex 



governor is m service 



A. 173. 130 main reservoir pressure on the standard 
governor; 140 main reservoir pressure on the high 
main reservoir pressure control governor. 

Q. 174. When making a test of the brakes at the 
terminal point, with the standard pressure of air, what 
reduction should be made in the brake-pipe pressure? 

A. 174. 25 pounds brake-pipe reduction. 

Q. 175. What reduction should be made in the brake- 
pipe pressure where there is 110 pounds in the brake- 
pipe ? 

A. 175. 30 pounds brake-pipe reduction. 

Q. 176. Why is it necessary to make a heavier re- 
duction in the brake-pipe of high speed brakes than 
when using the standard pressure? 

A. 176. So as to give the car inspector an oppor- 
45 



tunity to see that all high speed reducing valves and pop 
valves are in good working condition. 

Q. 177. What reduction should be made in the brake- 
pipe pressure to make a stop when the brake-pipe pres- 
sure is 110 pounds? 

A. 177. With a local train the same as with a 
standard brake-pipe pressure. 

Q. 178. What reduction should be made in the brake- 
pipe pressure to make a stop when the brake-pipe 
pressure is 110 pounds on a high speed train ? 

A. 178. Make a seven-pound brake-pipe reduction; 
then follow up with 10 or 15 pounds increased reduc- 
tion. After the train is slowed down to a speed of 10 
miles per hour release the train brakes and immedi- 
ately reapply the brakes with a light reduction of brake- 
pipe pressure, 7 to 10 pounds, sufficient to stop the 
train. 

Q. 179. When would you set, also release, the brakes 
in order to steady a train on a curve ? 

A. 179. Just before entering the curve on a straight 
line; release on the curve if necessary. 

Q. 180. What reduction should be made in the 
brake-pipe pressure when applying brakes on a cui-ve, 
and why? 

A. 180. Ten pounds, so as to be sure all brakes and 
slack adjusters will operate. 

Q. 181. What pressure is required to operate the 
slack adjuster piston? 

A. 181. Twenty-three pounds will p?fice the slack ad- 
' juster piston into full operation. 

Q. 182. When should you sand the rail? 

A. 182. Just before applying the brakes to make a 
stop if necessary; ordinarily sand is destructive. 

Q. 183. In stopping a passenger train, when should 
you release the brakes ? 

A. 183. Just before the train comes to a full stop. 

Q. 184. In stopping a freight train, when should 
you release the brakes? 

A. 184. When the train comes to a full stop. 

Q. 185. Should^ you reverse the engine with the 
driver-brake set? 

A. 185. No. This is detrimental to the running 
gear and the wheels are liable to go skidding. 

Q. 186. What reduction would you make in the 
brake-pipe pressure provided your train consisted of the 
following number of cars — 10 cars, 20 cars, 30 cars, 40 
46 



cars, 50 cars, 100 cars? 

A. 186. Brake-pipe reductions. 
. 5 to 7 pounds reduction in brake-pipe for 10 cars. 

7 to 8 pounds reduction in brake-pipe for 20 cars, 

8 to 10 pounds reduction in brake-pipe for 30 cars. 
10 to 12 pounds reduction in brake-pipe for 40 cars. 
12 to 15 pounds reduction in brake-pipe for 50 cars. 
Over 50 cars, not less than a 15-pound brake-pipe 

reduction on the first reduction to apply brake; over 75 
cars, 20 pounds reduction in brake-pipe; 80 to 100 cars, 
place the brake valve in service position. Leave it 
remain there until the train comes to a full stop. 

Q. 187. If you should make a brake-pipe reduction 
on account of a signal being set at "stop," and the 
latter should be changed to clear, when should the 
brake valve handle be moved to release position? 

A. 187. If the reduction in brake-pipe pressure is 
started on account of signal being set at "stop," and sud- 
denly moved to clear, brake valve handle should not be 
moved to release position until air has ceased to dis- 
charge from the brake-pipe exhaust at the brake valve. 
Do not release while the brakes are applying. 

Q. 188. Explain how you would stop a passenger 
train at a water station. 

A. 188. The first application should be made to de- 
crease the speed of the train. Just before stopping, 
say, three- or four-car lengths short of water station, 
the brakes should be released; the brake valve handle 
moved to lap position; the brake then applied lightly, 
just sufficiently hard enough to make the stop. 

Q. 189. Explain how you would stop a freight train 
of 20 cars at a water station. 

A. 189. Stop short of the water station, then pull the 
train up slowly and make the water station stop with 
a light brake-pipe reduction. 

Q. 190. What would you do if you have more than 
20 cars attached to your engine when making a water 
station stop? 

A. 190. Stop short of the water station, detach the 
engine from the train and proceed to the water station 
with the light engine. 

Q. 191. When Would you make an emergency appli- 
bcation of the brakes ? 

A. 191. Only in case of emergency; first, to save 
life; second, company's property. 

Q. 192. When would you release the brakes on a 
47 



passenger train after making an emergency applica- 
tion ? 

A. 192. Not until the danger point is passed or the 
train has stopped. Sand should also be applied to the 
rail. 

Q. 193. When would you release the brakes on a 
freight train after making an emergency application ? 

A. 193. Not until the train has come to a full stop. 
Sand should be used if necessary. 

Q. 194. Should the straight air-brake be used to 
take the slack up on a train? 

A. 194. No. 

Q. 195. What air pressure should the safety valve 
be set for? 

A. 195. Safety valves should be set to close at 53 
pounds. 

Q. 196. Do you understand why the straight air- 
brake should not be used to control the movement of a 
long freight train? 

A. 196. Yes. It is liable to do damage to draw- 
bars; also the laden of freight, 

Q. 197. When are you permitted to use the straight 
air-brake on a long freight train ? 

A. 197. After the automatic brake is applied and 
you are going to release the brakes, then it is proper 
to apply the straight air-brake to hold the engine and 
tender back against the train, while the train brakes are 
releasing. 

Q. 198. Why is it necessary to alternate the auto- 
matic and straight air-brakes ? 

A. 198. So as to prevent the overheating of tires. 

Q. 199. Why is it necessary to see that the straight 
air-brake has the exact pressure the feed valve is set 
for? 

A. 199. So as to prevent a high braking power, as 
the straight air-brake applied to an e^^gine and tender 
is almost as powerful as the automatic brake. 

Q. 200. Why should the safety valve not reduce the 
brake-cylinder pressure below 53 pounds? 

A. 200. It serves to destroy the action of the auto- 
matic brake when full set. 

Q. 201. Why should the automatic brake never be 
u&ed in connection with the straight air-brake? 

A. 201. Automatic brake must not be applied while 
the straight air-brake is applied, as it increases the 
brake-cvlinder pressure both on engine and tender. 
48 



Q. 202. Can the straight air-brake be applied before 
the automatic brake has been released? 

A. 202. No, as the automatic brake-cylinder pres- 
sure equalizes at 50 pounds and the straight air-brake 
pressure is adjusted for 45 pounds, the straight air- 
brake pressure cannot move the double-seated check 
valve back with a retarded pressure of 50 pounds in the 
brake-cylinder. 

Q. 203. If you want the straight air-brake valve 
to hold the brakes on engine and tender, when coming 
to a stop, what position should the valve handle occupy ? 

A. 203. Application position at all times, so as to be 
sure the brake will remain applied. 

Q. 204. Where is the bleed-cock located on a long- 
road engine? 

A. 204. The bleed cock on a long road engine should 
be connected between the triple valve and the double- 
seated check valve and used to release the automatic 
brake only. 

Q. 205. Where is the bleed cock located on a switch- 
ing engine? 

A. 205. It is connected direct to the brake-cylinder, 
so it can be used to release a straight or an automatic 
air-brake on engine and tender. 

Q. 206. When do you make use of the bleed cock? 

A. 206. On a long road engine it is termed a moun- 
tain cock, and is to be left open when used on grades so 
the engineer can alternate the straight and automatic 
JDrake on engine and tender. On swtiching engines it 
is used to release both the automatic and straight air- 
brake when so desired. 

Q. 207. What other benefit is the bleed cock on a 
long road engine? 

A. 207. In cases where an air-hose should burst and 
the brake on the engine should go skidding, the bleed 
cock can be opened and the straight air-brake be ap- 
plied when you so desire. 

Q. 208. On what class of engines is the bleed cock 
not in use? 

A. 208. On any class of engines where the latest de- 
sign of straight air-brake valve is in service. This valve 
has a connection between the triple valve and double- 
seated check valve with a pipe leading over to the straight 
air valve, where it is connected to a double-seated valve 
direct underneath of the straight air-brake valve, and 
when you so desire to release the automatic brake all 
49 



. 



that is necessary is to place the straight air-brake 
valve handle in full release position. This in return 
will permit the air in the brake-cylinder to pass by the 
check valve at the brake valve and exhaust valve to 
the atmosphere. 

WHAT WOULD YOU DO 

Q. 209. If the brake-pipe broke off on the front of 
the engine? 

A. 209. Drive in a wooden plug and proceed in that 
manner. 

Q. 210. What would you do if the brake-pipe broke 
off under the pilot of the engine and you could not 
(quickly) repair it? 

A. 210. Disconnect the first joint ahead of the drain 
cup, put in a blank washer and proceed in that manner. 

Q. 211. If the brake-pipe should break olf at rear 
of :\ passenger engine? 

A. 211. Drive in a wooden plug in the pipe \vhere 
it is broken. Go to the front of the engine, couple the 
brake-hose and whistle-hose together; after that is done 
go to the rear end of the engine, couple the air whistle 
hose on the engine to the air-brake hose on the tender. 
After they are coupled properly, cut out the air signal 
reducing valve in cab, test brakes and proceed. This 
rule applies to an engine equipped with a train air sig- 
nal. With this break down the air whistle is out of serv- 
ice. 

Q. 212. If the brake-pipe should break off the ten- 
der of a locomotive when it is equipped with the train 
air signal? 

A. 212. Couple air-brake hose on the rear of engine 
to the air-whistle hose on front of the tender. After 
they are coupled properly, couple the air-whistle hose 
on the rear of tender to the air-brake hose on car. After 
they are coupled properly, cut out the air signal reduc- 
ing valve in cab, test brakes and proceed. 

Q. 213. If the pipe should break off between the 
triple valve and brake-cylinder or between the triple 
valve and auxiliary reservoir? 

A. 213. Close the cutout cock on the crossover pipe 
and proceed. This rule applies either to engine or ten- 
der. 

Q. 214. If the pipe should break off leading from the 
brake-pipe to the triple valve? 

A. 214. If broken between the drain cup and the 
50 



cut-out cock, drive in a wooden plug; if broken between 
the cut-out cock and the triple valve, close the cut-out 
cock, release all of the air out of the auxiliary reservoir 
and proceed in that manner. This rule applies either to 
engine or tender. 

Q. 215. What would you do if you broke the triple 
valve and auxiliary reservoir loose from the engine or 
tender? 

A. 215. Close the cutout cock and proceed. 

Q. 216. What would you do if you have a triple pis- 
ton broke on engine or tender and you desired to re- 
turn home with the engine and tender light, and you 
have a G 6 A valve? 

A. 216. Remove the broken triple piston, plug the ex- 
haust port; also remove the triple piston on the triple 
valve that is not disabled, plug that exhaust port, place 
brake valve on lap position and proceed to apply the 
brake. Place the brake valve either in running or re- 
lease position to release the brake, place the brake 
valve in service or emergency position. A good motto 
is to blank the equalizing drum, as the equalizing piston 
will raise quickly when placed in service position to re- 
lense the brake. This can be operated either with a 
plain or quick action triple. 

Q. 217. What would you do if you had charge of a 
locomotive and it had four driver brake cylinders at- 
tached, two triple valves, two auxiliary reservoirs, and 
you desired to cut out one triple valve? 

A. 217. Where two driver brake cylinder are used to 
operate the brake on two independent pair of driving 
wheels, and you desire to. cut one triple valve out of 
service, it is always proper to close the cutout cock on 
the brake-cylinder pipe leading from the triple valve to 
the brake-cylinder, so if you are using the straight air- 
brake valve to operate all four brake cylinders and one 
of the double-seated check valves started to leak it 
would not force the slide valve attached to the triple 
piston from its seat that was out of service just as soon 
as all of the air had been bled out of the auxiliary res- 
ervoir. That reduces all the air pressure away from the 
triple valve. Therefore the piston triple, through the 
jar of the locomotive, will drop down until the triple 
piston strikes the graduating stem. This blanks off the 
exhaust port of the slide valve and any air pressure 
striking the slide valve to the opposite side will force it 
from its seat and give a constant blow at the triple 
51 



valve that is out of service. 

It is well to remember that the braking powers on 
a locomotive remain the same at all times. While the 
braking powers on the tender variate for every mile 
the tender is drawn over the road, the braking powers 
are brought closer to its full power of percent of the 
light weight of the tender. The reason of this is 
that for every gallon of water taken out of the tender, 
its weight is 8 1-3 pounds, and every cubic foot of 
coal weighs 52 to 54 pounds. This permits the tender 
to retain closer to its light weight. While the water 
that leaves the tender is being placed in the boiler and 
every cubic foot of coal that leaves the tender enters 
the fire-box, as it is understood that most enginemen 
work their locomotive with three gauges of water regis- 
tered in their water bottle, this permits the brake on the 
engine to retain the same at all times, while the decreas- 
ing weight of the tender retains the brake power closer 
to its normal powers of the light weight of tender. 

Q. 218. What would you do if you were double- 
heading and you had two locomotives with no whistle 
line or straight air-brake and the air pump gave out on 
one engine and the brake valve became disabled on the 
other? (For an illustration use the engines Nos. 267 
and 284.) 

A. 218. Engine No. 267, air pump disabled; engine 
No. 284, brake valve disabled. Remove the brake valve 
off of No. 267 and place it on engine No. 284, close the 
cutout cock on the brake-pipe of engine No. 267. Pro- 
ceed, leaving engine No. 284 to take care of the train. 

Q. 219. What would you do if you broke the pipe 
off leading from the main reservoir to the brake valve 
which represents main reservoir pressure ? 

A. 219. If using the G 6 A brake valve and the air 
sander connection is located on the pipe leading from 
the main reservoir up to the brake valve, screw the con- 
nection off at the tee, leaving the ^-inch nipple remain 
in the tee. Then disconnect the gauge pipe at the air 
gauge representing main reservoir pressure, screw the 
connection off at the air gauge and connect onto the ^- 
inch nipple; then attach the gauge pipe to the connec- 
tion, plug the brake valve, also the broken pipe. After 
you have the pressure of air accumulated test the brakes. 
When releasing the train brake wait until the train 
comes to a full stop. 

Where it is possible, it is always advisable to have a 
52 



pipe tapped in the main reservoir three-quarters of an 
inch in diameter and have it connected to the whistle 
pipe with a ^-inch cutout cock, and then when there 
is a disabled pump or brake valve all that is necessary 
is to close the cutout-cock at the reducing valve and 
open the %-inch stopcock. This will always give a sup- 
ply of air from one locomotive to the other, doing away 
with the air whistle only. 

What would you do if the equalizing pipe was to break 
off at the main reservoir and you had to have the engine 
in a hurry, and you did not have ample time to make a 
new 1^-inch pipe? Place in blank washer at the union 
of the 1^-inch pipe and make a connection at the drain 
plugs with a %-inch pipe. This will assist when the 
engine must proceed in a hurry. 

EXAMINATION QUESTIONS. 
CONDUCTORS AND TRAINMEN. 

When placing cars on a side track and you are to 
leave them stand there always drain the air out of the 
auxiliary reservoirs and secure them v/ith hand-brakes; 
always place the hand-brakes on the cars on the end 
that leads towards the grade. 

On September 11th, 1919, a crew backs a train of 
seven or eight cars in a siding a little up-grade. The 
brakeman riding on the rear end secured the cars with 
hand-brakes and paid no attention to the opposite end 
of the train. During the night cars were backed in at 
the other end of the side track. When they came in 
contact with those cars the heavy jar uncoupled four 
cars at the opposite end. These cars ran back, doing 
damage to the four cars; also an interlocking plant. 
This was directly up to the men in charge of the train 

that placed the cars on the side track. 

Q. 1. Do you understand what an air-brake is ? 

A. 1. A brake operated by compressed air. 

Q. 2. What kind of an air-brake is used on this 
railroad ? 

A. 2. The Westinghouse quick action automatic air- 
brake. 

Q. 3. What is the meaning of automatic ? 

A. 3. Anything that is self-acting. 

Q. 4. Where does a conductor's duty and also a 
brakeman's duty start in reference to an air-brake on a 
train, and where do they stop? 
53 



r 



A. 4. They start at the angle-cock behind the tender 
and stop at the angle-cock on the rear of train. 

Q. 5. What are their duties in reference to an air- 
brake on a train ? 

A. 5. First to see that the air-hose are all properly 
coupled, see that there is no leaks in the hose couplings, 
and when the brakes are applied to see that the pistons 
all travel out of the cylinders their proper distance, and 
when the brakes are released to see that all brakes are 
released and pistons have returned in the cylinders 
proper. 

Q. 6. Where should they start to get a train ready? 

A. 6. At the rear end. 

Q. 7. Why do we always start at the rear end? 

A. 7. So as to be sure the rear angle-cock is closed. 

Q. 8. What would happen if the angle-cock on the 
rear of train was left open? 

A. 8. It would mean the loss of air and also the loss 
of time. 

Q. 9. What should be done before coupling the air- 
hose on the tender to the air-hose on the car ? 

A. 9. Blow out the brake-pipe on the engine and ten- 
der, so as to be sure it is free from dirt and water. 

Q. 10. After the air-hose is properly coupled, which 
angle-cock should be opened first? 

A. 10. Always open the angle-cock on the tender 
first and then the angle-cock on the car. 

Q. 11. How should the air be turned in from the 
tender to the train? 

A. 11. By opening the angle-cock slowly on the car. 

Q. 12. Why should the angle-cock be opened on the 
tender first? 

A. 12. So as to fill up the vacant space of hose with 
air. This will also tell you if the hose couplings are 
leaking. 

Q. 13. After coupling the hose and turning the 
angle-cocks, are we ready to test the brakes ? 

A. 18. No; not until the air pump has the train 
charged up to the standard pressure. 

Q. 14. Who should tell when it is time to test the 
brakes ? 

A. 14. The engineer. 

Q. 15. Why should the engineer be the one to tell 
when it is time to test the brakes? 

A. 15. The air-gauge being located in the cab of the 
engine indicates the pressure of air located in the brak&- 
54 



pipe and auxiliary reservoirs. 

Q. 16. What should be done after the brakes are 
applied ? 

A. 16. The train crew should look over the train for 
piston travel; also to see there is no leaks. 

Q. 17. What should be done after the engineer is 
signaled to release brakes? 

A. 17. See that all brakes are released and pistons 
returned in the cylinders. 

Q. 18. What piston travel should be looked for un- 
der a car? 

A. 18. Piston travel 6 to 8 inches. 

Q. 19. In testing a train of brakes, if the brake does 
not apply on the train what does that denote? 

A. 19. An angle-cock not open, a plugged-up brake- 
pipe, a defective hose or coupling, or hose crossed the 
air-hose coupled to the whistle hose. 

Q. 20. Does this very often happen? 

A. 20. Quite frequently by newly-employed men on 
the railroad, who have not had the opportunity to enter 
the air-brake instruction car. 

Q. 21, If a train should leave the departing point in 
that condition, who should be held responsible? 

A. 21. The full crew — engineer, conductor and train- 
men. 

Q. 22. In testing a train of brakes, is it proper to 
have a brakeman open an angle-cock from the rear end, 
or a conductor to open a conductor's valve to test the 
brakes ? 

A. 22. This is decidedly very poor practice and must 
never be put into effect by the train crews. 

Q. 23. Is it proper to open the bleed valve at the 
auxiliary reservoir to see if it is charged up so as to 
be ready to test brakes- 

A. 23. No; all tests must be made by the engineer 
from the engine, so as to be sure all brakes will respond 
to the call of the engineer's brake valve located in the 
cab. 

Q. 24. After the brakes have been tested in the 
proper way, is it the brakeman's duty to see that there 
is air located at the rear angle-cock ? 

A. 24. It is always proper to open the angle-cock 
slightly so as to be sure air has passed through the 
brake-pipe to the angle-cock in case of necessity. 

Q. 25. When inspecting a train of brakes, if we 
were to find a brake that would not apply with the rest 
55 



of the brakes, what should be done? 

A. 25. First see that the car-brake is properly cut 
in. If that is O. K., try the bleed valve to see that the 
air is entering the auxiliary reservoir through the triple 
valve. If you find air in the auxiliary reservoir thai 
proves it was not charged up as quickly as the other 
auxiliary reservoirs in the train, signal the engineer for 
another brake-pipe reduction. 

Q. 26. What other defect may have been the cause 
why the brake did not apply, with a reduction in brake- 
pipe pressure, when the brake valve was placed into 
action ? 

A. 26. A sticky slide valve, a dirty feed grove in the 
triple valve bushing, a slight leak in the brake-cylinder. 

Q. 27. What are the principal defects that put a 
quick action triple valve into the emergency action when 
making a gradual brake-pipe reduction? 

A. 27. A bad leak in the brake-pipe, a broken gradu- 
ating spring or a weak spring, broken graduating pin, a 
sticky slide valve or piston, a bad leak in the check-case 
gasket, a bad leak at the check-case union, emergency 
rubber-seated valve leaking. 

Q. 28. What is the triple valve used for? 

A. 28. To charge the auxiliary reservoir; second, to 
apply the brake; third, to release brake. 

Q. 29. What position is located in the triple valve 
that is not spoken of ? 

A. 29. Lap position. 

Q. 30. How many pounds of pressure of air is car- 
ried in the brake-pipe and auxiliary reservoirs of a 
high-speed brake in service with a passenger train ? 

A. 30. 110 pounds brake-pipe and auxiliary reservoir 
pressure. 

Q. 31. What pressure is carried in the brake-pipe 
and auxiliary reservoirs of a freight train? 

A. 31. The standard pressure, 70 pounds, in the 
brake-pipe and auxiliary reservoirs. 

Q. 32. What is the auxiliary reservoir used for? 

A. 32. Auxiliary reservoir is used as a storage of air 
and used to set the brake. 

Q. 33. What pressure of air is wasted to set the 
brake ? 

A. 33. Brake pipe pressure. 

Q. 34. What is the brake-cylinder pressure used 
for ? 

A. 34* To hold the brake on after the graduating 
^_ 56 



valve has gone to lap position. 

Q. 35. When the air leaves the auxiliary reser- 
voir where does it go to? 

A. 35. Passes the graduating valve and slide valve 
and enters the brake-cylinder. 

Q. SG. When the air leaves the brake-cylinder 
vdicre does it go to? 

A. 36. Air passes from the brake-cylinder out 
through the triple valve exhausts, to the atmosphere. 

Q. 37. If all the air leaves the brake-cylinder out 
t] trough the triple valve exhaust port and the brake- 
cylinder piston does not return to the cylinder what 
v/ould you look for? 

A. 37. A hand-brake on, a brake-rod or lever 
caught on a bolt. A dirty brake-cylinder or a release 
spring broken. 

Q. 38. Will a broken release spring hold the brake 
applied ? 

A. 38. No. Just as soon as the wheels start to re- 
volve tlie shoes will jar away from the wheels. 

Q. 39. How is the service application of the brake 
obtained, also the emergency action? 

A. 39. Service application is obtained by a gradual 
reduction in the brake-pipe pressure, and the emergency 
action is obtained by a quick, sudden reduction in the 
brake-pipe pressure. 

Q. 40. How many different ways can the automatic 
brake be applied from the train? 

A. 40. Five ways. Opening the conductor's valve, 
the angle-cock, the parting of an air-hose, a bursted 
hose or broken brake-pipe. 

Q. 41. How should the bleed valve be operated on 
an auxiliary reservoir when you desire to release a 
brake ? 

A. 41. Held open until the triple valve exhaust 
starts to exhaust air. 

Q. 42. If you had a brake in a train that would 
not respond to the first call of the brake valve what 
would that indicate? 

A. 42. A defective brake; one that usually gives us 
undesired quick action and known as a kicker among 
railroad men. 

Q. 43. How would you locate that brake? 

A. 43. In passenger service take three cars at a 

time; in freight sei-vice ten cars. If there are two 

brakemen to look after the defective brake five cars. 

If there is only one brakeman, take a position in the 

57 



centre of the number of cars you have, give the en- 
gineer signal to apply brakes, notice the brake that 
does not move on the first reduction of brake-pipe 
pressure. That will be the brake giving you unde- 
sired quick action. 

Q. 44. What will you do with the defective brake? 

A. 44. If you have a sufficient amount of cars 
attached in your train so you can cut that brake out 
of service without getting below your per cent., cut 
that brake out, card it and proceed. 

Q. 45. What would you do if your cars in the 
train did not allow you to cut that brake out of 
service ? 

A. 45. Very often the defect can be remedied by 
the engineer using the emergency brake three or four 
times and cutting the gum loose from the slide valve. 
If irripossible to remedy it notify the officer in charge 
aiA have same repaired on arrival at destination. 

Q. 46. What is the pipe called that extends the full 
length of the car? 

A. 46. The brake-pipe or train-pipe. 

Q. 47. What cocks are found on this pipe? 

A. 47. Angle cocks with loose hose and couplings. 

Q. 48. How does the handle of the angle-cock stand 
v/hen open and closed? 

A. 48. In line with the pipe when open and at 
right angles when closed. 

Q. 49. If the handle comes loose from the plug, how 
would you tell if the cock was open or closed? 

A. 49. By the groove in the top of the plug. 

Q. 50. What does this groove indicate? 

A. 50. A port way groove and is in line with the 
port opening in the angle-cock plug. 

Q. 51. How many branch pipes lead away from 
the brake-pipe on passenger cars? 

A. 51. Two; one leads to the triple valve and the 
other one to the conductor's valve. 

Q. 52. Is there a cutout cock located on the branch 
pipe leading to the triple valve? 

A. 52. Yes. It is at right angles of the pipe when 
open and in line with the pipe when closed. 

Q. 53. What benefit is this cock located on the 
crossover pipe leading to the triple valve? 

A. 53. So as to cut out the brake in case of a defect 
to the triple valve, auxiliary reservoir, brake-cylinder or 
brake-rigging if necessary. 

Q. 54. In what position should the handle be placed 
58 



to cut out a brake? 

A. 54. In line with the pipe. 

Q. 55. Do you find a cock located on the pipe lead- 
ing to the conductor's valve? 

A. 55. No. There must be no cutout cock located 
on this pipe at any time. 

Q. 56. Do you find more than one conductor's valve 
on a pullman or private car? 

A. 56. Yes; two; one is located at each end of the 
car. 

Q. 57. How many working parts are found in a 
quick action triple valve? 

A. 57. Triple piston and ring, slide valve, graduat- 
ing valve, graduating pin, graduating stem, graduating 
spring, emergency piston, emergency rubber, seated 
valve, check valve and check valve spring. 

Q. 58. Name the different operating positions of 
the quick action triple valve. 

A. 58. Release position, lap, service and emergency 
positions. 

Q. 59. What are the duties of the triple piston? 

A. 59. To open and close the feed groove on the 
side of the piston chamber and to operate the slide 
valve and graduating valve. 

Q. 60. V/hat are the duties of a slide valve? 

A. 60. To open and close the exhaust port, also 
to form a communication between the auxiliary reser- 
voir and brake-cylinder. 

Q. 61. What are the duties of the graduating valve ? 

A. 61. To measure the flow of air from the auxil- 
iary reservoir to the brake-cylinder. 

Q. 62. What are the duties of the emergency pis- 
ton? 

A. 62. To operate the emergency rubber seated 
valve. 

Q. 63. What are the duties of the emergency rub- 
ber seated valve ? 

A. 63. To prevent brake-pipe pressure from enter- 
ing the brake cylinder when not desired and to per- 
mit brake-pipe pressure to enter the brake-cylinder 
when desired. 

Q. 64. What is the duty of the check valve? 

A. 64. To retain the air in the brake-cylinder in 
case of a bursted hose, or retain the brake-cylinder 
pressure after brake-pipe pressure is below equaliza- 
tion. 

Q. 65. What is the check valve spring used for? 
59 



A. 65. To hold the emregency rubber seated valve 
and check valve to their seats when not in service. 

Q. 6Q. What are the operating parts of a brake- 
cylinder. 

A. 66. The piston and its parts and release spring. 

Q. 67. What is the leakage groove used for in the 
brake-cylinder ? 

A. 67. To prevent the brake from going on where 
there is a slight leak through the triple valve to the 
brake-cylinder or when there is a slight leak in the 
brake-pipe pressure so as to make a light reduction 
in the brake-pipe side of the triple piston. 

Q. 68. What effect will a short piston travel have 
on a car? 

A. 68. A short piston travel on a car attached in 
a train is liable to do damage to drawheads through 
the increased braking powers. 

Q. 69. What effect will a long piston travel have 
on a car? 

A. 69. Decreases the braking powers on the car it 
is attached to and will not permit the car to having 
the proper braking powers. 

Q. 70. If you had a blowout of the exhaust port of a 
triple valve or retaining valve how would you overcome 
it? 

A. 70. First tap the check case, second cut out the 
brake, bleed all of the air out of the auxiliary reser- 
voir, then cut the triple valve in quickly. If these two 
remedies do not stop the blow, shut the angle cocks on 
both ends of the car, part the hose and drain all of the 
air out of the brake-pipe, and below the check valve 
re-couple hose open angle cocks. If this does not stop 
the blow then cut out the brake, bleed all of the air 
out of the auxiliary reservoir and proceed. 

Q. 71. What would you do if you did not have 
cars enough attached in your train to give you 85 
per cent, of air? 

A. 71. Notify the superintendent and receive an 
order what to do. 

Q. 72. What would you do if you broke the brake 
rigging off of both trucks while enroute in freight 
service ? 

A. 72. Remove the broken parts and let the triple 
valve operate. Do not cut the triple valve out. 

Q. 73. What would you do if you broke the brake 
rigging on one truck and you did not want to operate 
the brake on one truck. 

60 



A. 73. Disconnect the push rod, take it out of the 
sleeve, place it on the car and proceed, leaving the triple 
valve cut in. Always permit a triple valve to operate 
when possible. 

Q. 74. What would you do if the brake rigging 
became disabled on a passenger coach? 

A. 74. Disconnect the piston from the lever, re- 
move the lever, place it in the car, take and disconnect 
the nut at the high speed reducing valve. This will 
)vercome the high pressure in the brake-cylinder. 

Q. 75. What would you do if you could not take 
out the lever connected to the pushrod ? 

A. 75. Take the one-half -inch plug out of the cylin- 
der head or remove the pipe from the high-speed re- 
ducing valve. Always allow a triple valve to remain 
in action wherever it is possible. 

Q. 76. If this defect was to occur to the brake rig- 
ging under the first car behind the tender and you had 
an engine with a plain triple valve attached to the ten- 
der what benefit is derived from permitting the triple 
valve to remain in action? 

A. 76. This will guarantee a quick action brake 
when so desired. 

Q. 77. When would you cut out a triple valve? 

A. 77. When it becomes disabled. Never cut it 
out for a defective brake rigging. 

Q. 78. Is it advisable to cut out two passenger car 
brakes together in a train? 

A. 78. No. 

Q. 79. Would it be advisable if you found more 
than one brake stuck in a train to release the brake by 
the use of a bleed valve ? 

A. 79. No. First ascertain the cause from the 
engineer and find out if the air pump has stopped, 
or see if he has the engineer's brake valve on lap, or if 
the feed valve is disabled. 

Q. 80. If you had a defective triple valve by hav- 
ing the exhaust port blowing, or there was a defect 
in the triple valve and you remedied it, would it be 
advisable to start the train before calling in the flag? 

A. 80. First give the engineer a signal to start 
the train; as soon as the train is moving give him a 
signal to stop, then have him call in the flagman so as 
to be sure you can start the train, especially if you 
are in a dangerous locality, 

Q. 81. What would you do in case you found your 
brake rigging geared up too tight on a passenegr car 
61 



while enroute? 

A. 81. Run the slack out with the slack adjuster by 
turning the ratchet handle to the left. 

Q. 82. What would you do in case you found your 
brake rigging geared up too tight on a freight car 
while enroute? 

A. 82. Leave the slack out by dropping the dead 
lever down a hole or two, if it cannot be done with 
the dead levers leave it out on the spreader rods. 

Q. 83. What would you do in case you could not 
remove the pins due to the car being unloaded and the 
shoes came closer to the centre of the wheels as the 
car body raised up? 

A. 83. Have the engineer to make an emergency 
application of the brake. In many cases that will loosen 
the brake when he releases. 

Q. 84. If you had a car with the brake connected 
up with two independent triple valves, two auxiliary 
reservoirs, two brake cylinders, two crossover pipes, 
two cutout cocks, how woula you tell which brake to 
cut out if necessary? 

A. 84. Always cut out tne brake with the piston 
working out of the cylinder towards the defective 
brake. 

Q. 85. How would you count the per cent, of air 
on that car? 

A. 85. Just one-half of the per cent, of the brak- 
ing powers on the whole car, as the cylinders are con- 
nected up to the brake rigging so one brake cylinder 
piston works the brake on one truck and the other one 
the opposite truck. 

Q. 86. In picking up cars at a place while enroute 
how would you couple them up to a train so as to 
prevent putting the brake into quick action on the 
cars that are already charged with air? 

A. 86. Always leave the angle-cock closed on the 
car you are going to couple up to, then after the 
couplings are made open the angle-cock on the car 
towards the engine, then the opposite angle-cock slowly. 
This will prevent a sudden brake or undesired quick 
action. 

Q. 87. How would you open the stop-cocks in ref- 
erence to the air whistle after the hose couplings are 
united ? 

A. 87. Open the stop-cocks on the whistle pipe op- 
posite to the angle-cocks, first on the car then the 
tender. This will only give one long blast of the whistle. 
62 



Q. 88. Do you understand what a centrifugal dirt 
collector is ? 

A. 88. A device to collect all foreign matter that 
works its way through the brake-pipe and crossover 
pipe before entering the triple valve. 

Q. 89. Where is the centrifugal dirt collector lo- 
cated ? 

A. 89. On the crossover pipe between the cutout 
cock and the triple valve. 

Q. 90. What will be the cause if the auxiliary res- 
ervoir will not charge up ? 

A. 90. A dirty screen in the drain cup, the check 
case screen dirty, the feed groove in the triple valve 
dirty or the bleed valve leaking. 

Q. 91. If the train parts at any point while enroute 
what should be done ? 

A. 91. The angle-cock at the rear portion of the 
first section closed and the engineer signaled to re- 
lease brakes. Give a signal to back up and re-couple. 
After coupling correct couple the air-hose, have the en- 
gineer release the brakes, so as to be sure all brakes 
respond to the call of the brake-valve. 

Q. 92. What would you do if the train should part 
enroute in passenger service? 

A. 92. After the train is in motion making a run- 
ning test so as to be sure all brakes in the train will 
respond to the call of the brake valve. 

Q. 93. What is the difference between cutting out 
a car and cutting out a brake? 

A. 93. To cut out a brake close the cutout cock on 
the crossover pipe; to cut out a car close the angle- 
cock on the brake-pipe. 

Q. 94. What would you do if you had a defective 
brake-pipe and the car had to be placed at the rear 
of the train? 

A. 94. After coupling up the defective car to the 
rear of the train and the hose are coupled properly, 
open the angle-cock on the good car and proceed. 

Q. 95. Should a car ever be placed at the rear of 
a train with a defective hand-brake? 

A. 95. When a car has a defective hand-brake and 
air-brake it must always be placed at the rear end of 
a train with a car behind it with a good hand and 
air-brake, so as to protect the defective car in case 
it would part at the coupling. 

Q. 96. How must the air-hose couplings be parted ? 

A. 96. The hose couplings must be parted by hand 
63 



so as to prevent damage to the brake-pipe, angle-cocks, 
hose couplings and gaskets. 

Q. 97. If you find an air-hose gasket leaking what 
does it mean to the engineer, also the air-pump? 

A. 97, Increased speed of the pump and a defec- 
tive brake-pipe, increasing the brake-pipe reduction un- 
der an automatic action, with the engineers' brake valve 
in service position. 

Q. 98. When is it proper to release the brakes on 
a freight train, after the train stops or before it 
stops ? 

A. 98. After the train comes to a stop. 

Q. 99. When is it proper to release the brakes on 
a passenger train? 

A. 99. Just before the train stops. 

Q. 100. When is it proper to close the angle-cocks 
before releasing, or after releasing the brakes ? 

A. 100. After releasing the brakes, except in speci- 
fied places where instructions are given on grades and 
places in dangerous location. 

Q. 101. How would you leave cars stand in a side 
track so they would be safely secured? 

A. 101. Always release all of the air out of the 
auxiliary reservoir, then put on hand-brake. 

Q. 102. What would you do if you found a retain- 
ing valve pipe broke loose from the exhaust port of 
the triple valve or the retaining valve broke loose from 
the pipe? 

A. 102. Nothing. Leave it alone and proceed. 

Q. 103. What is the conductor's duty in reference 
to a defective retaining valve or pipe? 

A. 103. Card it and have it repaired at the end 
of the trip. 

Q. 104. What is the conductor's duty as his train 
leaves a terminal point? 

A. 104. To note that the engineer makes a running 
test. 

Q. 105. Is there any other place enroute the con- 
ductor should note a running test? 

A. 105. Yes, at a junction or meeting point. 

Q. 106. If the conductor operates a car discharge 
valve and the engineer does not answer same, what is 
the proper way to call the engineer's attention? 

A. 106. Open the conductor's valve slightly, and 
as soon as the engineer notices the brakes are dragging 
it is his duty to release brakes and answer with the 
steam whistle. If the engineer finds the brakes re- 



leased, then it is his duty to make the next station 
stop. If they do not release then it is his duty to place 
the brake valve to lap position, and leave it there 
until the train stops or the conductor notifies the en- 
gineer to release. 

Q. 107. What is a good rule for a stuck brake while 
enroute? 

A. 107. A good rule when running and you dis- 
cover a stuck brake, give the engineer one blast of the 
air whistle. He will answer by two calls of the 
steam whistle and operated by return answer with the 
air whistle indicates a stuck brake, then it is the en- 
gineer's duty to apply and release brakes, and if the 
brake still remains stuck stop at once and ascertain 
the cause. 

Q. 108. What are the rules of the air signal whistle 
while enroute? 

A. 108. Two blasts when standing proceed. 

Two blasts when running stop at once. 

Three blasts when standing back up. 

Three blasts when running stop at the next station. 

Four blasts when standing apply and release brakes 

Five blasts when running increase speed. 

Four blasts when running reduce speed. 

Five blasts when standing call in flagman. 

Q. 109. What extra attachment is required when 
using a high-speed brake? 

A. 109. A high-speed reducing valve, pop valve 
or safety valve. 

Q. 110. To what pressure is the high-speed re- 
ducing valve connected? 

A. 110. Brake-cylinder pressure. 

Q. 111. At what pressure is the high-speed reduc- 
ing valve set to close off? 

A. 111. To close at 60 pounds is the rale; some 
railroads, 55 pounds. 

_Q. 112. Is a higher brake-cylinder pressure ob- 
tained in the emergency application of the brakes than 
when made in the service application? 

A. 112. Yes, there is an additional pressure ob- 
tained from the brake-pipe. 

Q. 113. How long will it take the high-speed re- 
ducing valve to reduce the brake-cylinder pressure from 
88 pounds down to 60 pounds. 

A. 113. From 16 to 24 seconds of time or a very 
close margin to same. 

Q. 114. What is the object of retaining valves? 
65 



A. 114. To hold a desired pressure in the brake- 
cylinder while the engineer releases the brakes and 
recharges the brake-pipe and auxiliary reservoirs. 

Q. il5. Where are retaining valves used? 

A. 115. On special designated grades. 

Q. 116. If you received orders to set up retaining 
valves on a grade, from what part of the train would 
you start to set them up ? 

A. 116. Always start at the head end of the train. 

Q. 117. At what part of the train would you start 
to take them out of service? 

A. 117. At the rear end of the train. 

Q. 118. How many different styles of retaining 
valves are in service on railroads? 

A. 118. There are two, the standard, the high and 
low pressure retaining valves. 

Q. 119. At what pressure of air does the stand- 
ard retaining valve retain ? 

A. 119. The standard retaining valve will retain 
15 pounds pressure of air in the brake-cylinder. 

Q. 120. What pressure of air does the high and 
low pressure retaining valve retain? 

A. 120. Some retain at 15 and 30 pounds, others 
at 25 and 50 pounds. 

Q. 121. What position does the handle of the re- 
taining valve occupy when not in service ? 

A. 121. Direct in line with the pipe. 

Q. 122. What position does the handle of the high 
and low pressure retaining valve occupy when in serv- 
ice? 

A. 122. To retain a high pressure midway of the 
valve, for low pressure direct at right angles. 

Q. 123. How does the handle of the standard re- 
taining valve stand when to retain a pressure of air? 

A. 123. At right angles. 

Q. 124. What would you look for if the brake was 
applied and then released and you discovered the brake- 
cylinder piston would not return in the cylinder? 

A. 124. Notice the position of the retaining valve 
handle. If that is correct look for a plugged retainer 
pipe. 

Q. 125. How can we discover a plugged up retainer 
pipe? 

A. 125. Disconnect the union joint next to the 
triple valve exhaust port, then if the brake releases it 
indicates a plugged pipe or a bent retaining valve han- 
dle. 

66 



Q. 126. What is the per cent, of air that should 
be carried on a train? 

A. 126. One hundred per cent. 

Q. 127. What percentage of air does the law re- 
quire ? 

A. 127. 85 per cent, of air, all cars attached in a 
train. 

Q. 128. If you had less than the number of cars 
attached in a train, in an inoperative condition what 
would you do? 

A. 128. Under no circumstances must a train be 
moved with less than the required percentage of air- 
brakes w^ithout orders from the superintendents or 
trainmasters with the superintendent's signature. 

Q. 129. What is the benefit of the latest improved 
conductor's valve over the old style self-closing conduc- 
tor's valve? 

A. 129. The latest design of conductor's valve does 
not require a man to hold it open, once opened it 
will remain open until you close it up. 

Q. 130. With a self-closing conductor's valve how 
should it be operated. 

A. 130. Held open until the train stops or the 
necessity of its uses are over. 

Q. 131. Do you understand how many cars you 
must have attached in a train before you can disable 
one and proceed with your per cent, of air-brakes in a 
train ? 

A. 131. Yes. There must be seven in all. 

Q. 132. Do you understand that the engine and 
tender represents a car each? 

A. 132. I do. 



67 








This photograph represents the defects of brake- 
pipe under cars while pulling the train enroute. 

No. 1 represents a broken brake-pipe on tender air- 
hose crossed from engine to tender connecting to whis- 
tle-hose on tender and from the tender to the air-hose 
on car permitting the use of brake on engine and three 
cars; no brake on tender. 

No. 2 represents a broken-air pipe on the rear of 
engine, air-pipe plugged on the rear of engine, air and 
68 



whistle-hose coupled on front of engine, whistle-hose 
on the rear of engine coupled to air-hose on tender, 
having a brake on the whole train. 

No. 3 represents a lost triple valve on tender brake- 
pipe plugged at crossover pipe, proceeding with brake 
on engine and cars but no brake on tender. 

No. 4 represents brake-pipe broken on the head end of 
last car, pipe plugged at head of drain cup, air-hose on 
car two coupled to whistle-hose on the head end of car 
three. At the rear of car three air and whistle-hose 
coupled together, making a run-around of the air. 

No. 5 represents the air-pipe broken on car two. Air- 
hose on car one coupled to whistle-hose on the head 
end of car two. Whistle-hose on car two at the rear 
coupled to the air-hose on the head end of car three, 
giving a brake on engine, tender, car one and car three. 

Q. 133. What would you do if you broke the angle- 
cock off the rear end of the last car or between the 
angle-cock and drain-cup? 

A. 133. Plug the pipe and proceed. 

Q. 134. What would you do if you broke the pipe 
off leading from the brake-pipe over to the triple valve 
and it was broken between the drain-cup and the cutout 
cock? 

A. 134. Plug the pipe up, bleed all of the air out 
of the auxiliary reservoir and proceed. 

Q. 135. What would you do if broken between the 
cutout cock and the triple valve? 

A. 135. Close the cutout cock, bleed the air out of 
the auxiliary reservoir and proceed. 

Q. 136. When would you cross hose between pas- 
se-^ ger cars? 

A. 136. Only in cases of emergency where the 
brake-pipe cannot be repaired while enroute. 

Q. 137. What would you do if you broke the con- 
ductor's valve off the pipe or the pipe broke off at the 
tee connection at the brake-pipe ? 

A. 137. Plug the pipe or valve, if possible, if not 
cross the hose and proceed. 

Q. 138. What would you do if you broke the brake- 
pipe off under a passenger car? 

A. 138. In cases where a brake-pipe is broken un- 
der a passenger car take the air-hose coupling on the 
car ahead of the defective one and connect it to whistle 
hose coupling on the car that is defective, using the 
whistle train pipe as a conveyor of air through the 
car, then go to the rear of the defective car, take the 
69 



whistle hose coupling and connect it to brake-pipe air- 
hose, coupling on the car directly back of defective one> 
on which the whistle-pipe is used for a conveyer of 
air only. There will be no brake on the car with the 
broken brake-pipe, but o^ all cars ahead and behind 
the defective car there will be a brake. Be sure and 
close the whistle-cock on the car ahead of the defective 
car so as you can use air whistle on all cars ahead of 
defective car. Be sure and make a test of brakes be- 
fore leaving this point in the usual way, that is, the 
same as a terminal point. 

Q. 139. What would you do if you broke the brake- 
pipe off between the drain-cup and the angle cock on 
the forward end of the last car? 

A. 139. Plug the pipe ahead of the drain-cup, take 
the air-hose connection on the rear end of the car 
ahead of it and connect it into the whistle hose on the 
defective car then go to the rear end of the defective 
car, connect the air hose and air-whistle hose together 
and proceed in that manner.. 

Q. 140. What would you do if you broke the pipe 
off leading from the triple valve over to the auxiliary 
reservoir under a car? 

A. 140. Screw the piece out of the triple valve, also 

out of the auxiliary reservoir, take a whistle hose and 

. screw it into the valve, also screw one in the auxiliary 

reservoir, clutch them together and proceed in that 

manner. 

Q. 141. How many branch pipes lead away from 
the train signal pipe? 

A. 141. On ordinary. cars there is one branch pipe 
and on private cars or parlor cars there are two. 

Q. 142. To what are these branch pipes connected? 

A. 142. To the car discharge valve. 

Q. 143. Is there a cutout cock located on this branch 
pipe? 

A. 143. Yes, and it is located in the saloon close to 
the discharge valve. 

Q. 144. For what is this cutout cock used? 

A. 144. To be used when the car discharge valve 
is defective. 

Q. 145. How long should this car discharge valve 
be held open? 

A. 145. Just long enough to give it a quick wide 
open pull. 

Q. 146. How much time should be allowed between 
each pull of the car discharge valve? 
70 



A. 146. About two seconds of time should elapse. 

Q. 147. Do you understand what a signal valve is? 

A. 147. Yes, a valve that returns the answer to 
the engineer when the car discharge valve is operated. 

Q. 148. Do you understand how much pressure of 
air is carried in the train signal pipe? 

A. 148. Yes, 45 pounds. 

Q. 149. Has the train signal pipe any connection 
with the brake-pipe ? 

A. 149. No, both the brake-pipe and signal-pipe are 
independent of one another. 

Q. 150. What kind of cocks do we find on the train 
signal pipe? 

A. 150. Three-quarter inch straight cocks with a 
loose hose and coupling. 

Q. 151. What is the position of this cock when 
opened and closed? 

A. 151. When closed in line with the pipe and when 
opened at right angles to the pipe. 

Q. 152. Can the car discharge valve be used as a 
conductor's valve when the train signal pipe is used 
as a brake-pipe so as to convey air through the car 
in case of a defective brake-pipe? 

A. 152. Yes, by opening the car discharge valve 
and keeping it open, the air reduction in that pipe is 
sufficiently great enough to set the brakes throughout 
the train. 

Q. 153. Is it liable to receive undesired quick action 
when using the car discharge valve as a conductor's 
valve. 

A. 153. No, it is impossible to receive quick action, 
as the car discharge valve will not discharge air fast 
enough to allow the triple valve to receive quick 
action. 

Q. 154. What protection is given a car discharge 
valve so that dirt cannot accumulate at the valve? 

A. 154. Located in the train signal pipe is a tee 
with a half-inch outlet, to which the branch pipe is 
connected on the inside of the tee, there is a piece of 
perforated brass encircles around it which prevents the 
dirt from entering the car discharge valve. 

AIR GAUGES AND CONDUCTOR'S VALVES, LO- 
CATED IN CABINS 

Q. 155. What benefit are air gauges and conduc- 
tor's valves in cabins ? 

A. 155. Air gauges located in cabins are to notify 
71 



the flagman that there is an angle-cock closed in the 
train and also informs him of any stoppage in the 
brake-pipe, and the conductor's valve is to be used to 
operate the train brakes in case of emergency. 

Q. 156. After the train is enroute what is liable to 
happen to an angle-cock or brake-pipe? 

A. 156. An angle-cock can be closed by a train 
rider and in winter time it will notify the flagman 
the brake-pipe is starting to close up, due to its being 
frozen. 

Q. 157. What would you do if you discovered the 
air decreasing on the air gauge in the cabin and the 
train brakes were not operating ? 

A. 157. Tie up several hand-brakes on the rear 
end and that will notify the engineer that the train is 
pulling hard and when he looks back swing him down. 
After train has come to a stop investigate the cause of 
the air gauge decreasing in pressure. 

Q. 158. What is the proper way to use the air 
gauge and conductor's valve? 

A. 158. After the train is all made up and the 
cabin is attached to the train and the angle-cocks all 
open, it is the flagman's duty to notice the pressure 
of air registered on the gauge; that will notify him just 
what is going on at the head end of the train. After the 
train is started enroute, look at the gauge frequently. 
If the pressure increases above the standard pressure 
the feed valve is regulated for, that will indicate that 
the engineer has his brake valve in full release position. 
Then if the brake valve handle is returned to running 
position, that will show you that the engineer has made 
a mistake and left the valve in full release too long, 
then watch for the brakes to creep on. If he makes 
a reduction in the brake-pipe pressure that will prove 
that he is reducing the brake-pipe and auxiliary reser- 
voir pressures so as to prevent the brakes from apply- 
ing while enroute. This move is done so as to decrease 
the brake-pipe and auxiliary reservoir pressures be- 
low what the feed valve is regulated for. 

Q. 159. How can you tell when the train is com- 
ing to a stop if the automatic brake has been placed 
into action or the straight air-brake is being operated? 

A. 159. Watch the gauge in the cabin. If the hand 
on the air gauge moves towards the zero mark that 
proves that the automatic action of the brake is being 
operated if the air gauge hand does not move that 
proves that the straight air-brake valve is being used 
72 



to stop the train. 

Q. 160. V\'hat other good features is attached to the 
air gauge in the cabin ? 

A. 160. It will indicate if the engineer made to a 
light reduction in the brake-pipe pressure, for the 
number of cars attached in train, and when he makes 
a second reduction in brake-pipe pressure, if quick 
action occurs that will prove the brakes were not op- 
erated correctly. 

Q. 161. What bad results are obtained if the air 
gauge in the cabin is not looked after? 

A. 161, At any time if you break loose and the 
engineman does not discover same, due to the fact 
that there was an angle-cock closed in the train and 
you broke loose back of the closed angle-cock, that is 
up to the flagman and not the engineer and it proves 
you did not pay any attention to the air gauge in the 
cabin. 

Q. 162. What would you do if the pipe broke loose 
from the air gauge located in the cabin? 

A. 182. Plug the pipe at pressure end and pro- 
ceed. 

Q. 163. What would you do if you broke the con- 
ductor's valve off in cabin? 

A. 163. Plug the pipe at pressure end and proceed, 
never cut out the brake on the cabin for either defect. 

Q. 164. What would you do if you broke the pipe 
off where it is connected to the tee connection at the 
brake-pipe ? 

A. 164. If at all possible plug it at the pressure 
end and proceed. Always retain the cabin brake if at 
all possible. 

AIR BRAKE SCHEDULE. 

A. 165. Showing the number of air brakes in a train 
that can be disabled and still retain the 85 per cent. It 
also will show you the numoer of cars with the air 
brakes in good condition, and the number of cars with 
the air brakes that can be cut out of service, starting 
with the engine and tender. 

A. 166. A locomotive and tender is represented as 
two separate and distinct cars, therefore it takes a loco- 
motive tender with five cars attached to make a train 
of seven cars. With a train of this size we can loose 
one air-brake under a car in the train and proceed. But 
with any number of cars below five attached to an 
«n^ne and tender, it would be impossible to retain the 
73 



desired per cent, if one brake was inoperative. 

TRAIN CREWS. 

A. 167. It is understood that the interstate laws at 
the present time demand 85 per cent, of air brakes at- 
tached together in a train in road service. It is the 
desire of all railroads that the trains on their departiire 
from an initial point have 100 per cent, of air brakes 
attached in train or that all air brakes in a train be 
operated together. So if any of the air brakes in the 
train become inoperative they can be reduced down to 
85 per cent, without the necessity of shifting out cars. 



74 




75 



i 

J 



Brakes 

Inoperative. 
Locomotive and tender, 5 cars. Total, 7 cars. 

" 7 to 13 cars inclusive. 1 

" 14 to 19 " " 2 

" 20 to 26 " " 3 

" 27 to 33 " " 4 

" 34 to 39 " " 5 

" 40 to 46 " " 6 

" 47 to 53 " " 7 

" 54 to 59 " " 8 

" 60 to 66 " " 9 

" 67 to 73 " " 10 

" 74 to 79 " " 11 

" 80 to 86 " " 12 

" 87 to 93 " " 13 

" 94 to 99 " " 14 

" 100 to 106 " " 15 

" 107 to 113 " " 16 

" 114 to 119 " " 17 

" 120 to 126 " " 18 

The number of brakes marked inoperative are the 
number of air brakes in a train that can be cut out of 
service in any number of cars that are represented 
on the above schedule. 

INFORMATION FOR CONDUCTORS AND 
TRAINMEN. 
Q. 168. What would you look for if the brakes would 
not apply from the action of the engineer's brake valve? 
A. 168. Look for a closed angle cock, hose coupling 
plugged up, brake-pipe plugged up, or air hose crossed 
and connected to whistle hose. 

Q. 169. If you had a train of cars attached to an 
engine and the engineer notified you it was an impossi- 
bility to receive any air? 

A. 169. If a passenger train, take 3 to 5 cars at a 
time; if a freight train, take 10 cars at a time and it 
will only be a short time when you can discover the 
car that is defective. 

Q. 170. How would you test the air gauge in the 
cabin car? 

A. 170. Couple the tender of the engine up to the 
cabin car, couple air hose, open the angle cocks proper. 
Then have the engineer place his valve in full release, 
then running position and note the difference in the 
pressures. If only five pounds out of the way, leave 
76 



it alone. If it shows a difference of more than five 
pounds report it. Never undertake to test an air gauge 
in a cabin when attached to a train of cars. 

L TRIPLE VALVE 

- ----- I 




Q. 1. What is an L triple valve? 

A. 1. A valve designed and constructed for high 
speed trains. 

Q. ?.. What features are obtained in the L triple 
valve that are not in the standard triple valve ? 

A. 2. It has a graduated release, brakes in a train 
can be partially released when so desired. Quick service 
movement by means of which service applications are 
obtained throughout long trains in much less time. It 
has a quick recharge during release of the brakes. It 
obtains a much higher brake cylinder pressure. 

Q. 3. Is a high-speed reducing valve used with the 
L triple valve? 

A. 3. No. A safety valve or pop valve. 

Q. 4. What is the extra attachment used with an L 
triple valve? 

A. 4. A supplementary reesrvoir. 

Q. 5. What is the object of the supplementary reser- 
voir ? 

A. 5. First, it is used as a hold-up on the triple 
piston, giving it the graduated release, also quick re- 
charge of the auxiliary reservoir, and a high emergency 
pressure in the brake cylinder. 
77 



Q. 6. What changes must be made when applying 
the L triple valve to a passenger brake cylinder? 

A. 6. The brake cylinder pressure head must be 
changed, for the one that has all necessary pipe con- 
nections in the head, as the L triple valve to an extent 
serves to be a much less piped triple valve. 

Q. 7. How does the outside of the L triple valve 
differ from a standard triple valve? 

A. 7. There is a vent valve portion on the upper 
side of the triple valve body, at right angles to the 
slide valve movement where the safety valve is con- 
nected. 

Q. 8. How many connections are there to the L 
triple valve? 

A. 8. There are three. The crossover pipe leading 
from the brake pipe to the triple valve, the connection to 
the auxiliary reservoir, and a connection to the supple- 
mentary reservoir. 

Q. 9. How much larger is the supplementary reser- 
voir than the auxiliary reservoir? 

A. 9. The supplementary reservoir is twice as large 
as the auxiliary reservoir. 

Q. 10. How can the supplementary reservoir be in- 
operative ? 

A. 10. Closing the cutout cock on the pipe leading to 
the supplementary reservoir, and then open the bleed 
valve. 

Q. 11. How would you proceed to bleed the brake off 
where there is an L triple valve attached to a car, and 
you desire to place this car in a side track due to a 
defective triple valve or brake? 

A. 11. Close the cutout cock on the supplementary 
reservoir pipe, bleed the air out of the auxiliary reser- 
voir, put on a hand brake. 

Q. 12. How would you proceed to bleed the brake off 
if the brake was dragging on the wheels? 

A. 12. Where there are two reservoirs attached in 
service it is always advisable to bleed the supplemen- 
tary reservoir slightly, then while the pump is accumu- 
lating pressure in the main reservoir, and the brake 
valve is placed in full release position, the pressure will 
be built up in the brake pipe in advance of the auxiliary 
pressure, and the triple valve will release. 

Q. 13. What is the object of bleeding the supplemen- 
tary reservoir slightly? 

A. 13. So when the triple piston moves to release 
78 



position and there is a communication between the 
auxiliary reservoir and supplementary, the supplemen- 
tary pressure will not recharge the auxiliary reservoir 
in advance of the brake pipe pressure. 

Q. 14. What is meant by charging position? 

A. 14. When the auxiliary reservoir and supple- 
mentary reservoir is being charged through the triple 
valve action, before the brakes are being tested. 

Q. 15. What is meant by full service position? 

A. 15. In this position the air that supplys the 
brake cylinder comes direct from the auxiliary resei-voir. 
No brake pipe pressure enters the brake cylinder. 

Q. 16. What is the meaning of quick service posi- 
tion? 

A. 16. This is the position where auxiliary reservoir 
pressure and brake pipe pressure enter into the brake 
cylinder. 

Q. 17. Where is quick service position obtained? 

A. 17. Only on a long train, then the retarding air 
pressure in the brake pipe is prevented from traveling 
as fast as the auxiliary reservoir pressure can enter 
the brake cylinder and through this action brake pipe 
pressure enters the brake cylinder, and assists in brake 
pipe reduction, and a higher brake cylinder pressure. 

Q. 18. What is the meaning of release position? 

A. 18. After the train brakes have been applied, 
then released, and the triple valve is placed into release 
position, the air from the brake cylinder passes to the 
atmosphere. 

Q. 19. What is quick charging position? 

A. 19. After the brakes have been placed into re- 
lease position the pressure of air in the supplementary 
reservoir not being disturbed, and the auxiliary pressure 
having been reduced through the application of the 
brake, while the brake pipe is being charged and the 
auxiliary reservoir, so is the supplementary reservoir 
pressure fed back into the auxiliary reservoir, and it 
keeps on charging the auxiliary reservoir until both of 
the pressures equalize the brake pipe pressure keeps on 
charging until the brake pipe auxiliary reservoir and 
supplementary reservoir pressure are equal to the press- 
ure that the feed valve is regulated for. 

Q. 20. What is the meaning of emergency position? 

A. 20. In this position brake pipe pressure, auxiliary 
reservoir pressure and supplementary reservoir pressure 
enter the brake cylinder, giving an increased brake cyl- 
79 



inder pressure. 

Q. 21. What air-pressure is obtained in the brake- 
cylinder in the emergency action with 70 pounds press- 
ure registered in the brake-pipe? 

A. 21. Brake cylinder pressure with 70 pounds brake- 
pipe pressure will equalize at about 65 pounds and with 
110 pounds pressure registered in the brake-pipe the 
pressures will equalize at about 105 pounds. 

Q. 22. What is the meaning of release lap position ? 

A. 22. After the brake has been applied and the 
engineer's brake valve has been placed into release posi- 
tion, and the brake-pipe pressure is built up gradually 
then the supplementary resei^voir pressure comes into 
action on the triple piston on the auxiliary side and 
moves it back far enough to put the valve to release lap 
position. 

Q. 23. For what is service lap position used ? 

A. 23. After the triple valve has been placed into 
action and the auxiliary reservoir pressure is entering 
the brake-cylinder, then the engineer places his valve 
to lap position, brake-pipe pressure keeps on exhausting 
at the brake valve exhaust until the brake-pipe press- 
ure is a fraction greater than reservoir pressure. Then 
the brake-pipe pressure moves the triple piston ahead 
carrying with it the graduatng valve, at this movement 
the port opening between the auxiliary reservoir and 
brake cylinder is blanked off, and there is no more air 
admitted to the brake-cylinder. 

Q. 24. Why is the position called service lap posi- 
tion ? 

A. 24. This is the position to which the graduating 
valve and piston is moved ahead, and the graduating 
valve closes off communication with the auxiliary reser- 
voir and brake-cylinder. 

Q. 25. Why do they term it surface lap position in 
an L triple valve? 

A. 25. In the L triple valve there are two inde- 
pendent lap positions, service lap position and release 
lap position, 

Q. 26. Are there any ports in the valve in communi- 
cation with the service lap position, or release lap posi- 
tion? 

A. 26. There is a port leading from the brake- 
cylinder to cavity in the slide valve. This cavity is in 
com.munication with a port leading to the pop valve 
connection. 

80 



Q. 27. What is the object of having this port opening 
which leads to the safety valve in communication with 
the brake-cylinder at all times except in the emer- 
gency action? 

A. 27. So that the safety valve can be ready for 
action in all positions and reduce any pressure that 
will enter the brake-cylinder above what the valve is set 
for. 

Q. 28. What pressure does the safety valve control? 

A. 28. Brake cylinder pressure only. 

Q. 29. What cylinder pressure is retained in the 
brake-cylinder with a pop valve? 

A. 29. A pop valve with an L triple valve is set to 
operate at 50 pounds and in some cases 60 pounds. The 
pressure in the cylinder is reduced on the same prin- 
cipal as the high-speed reducing valve, through the pop 
valve action on the standard equipment with the stand- 
ard brake is set for 60 pounds. 

Q. 30. How often can a graduated release be ob- 
tained ? 

A. 30. A graduated release can be obtained until all 
the air is released out of the brake-cylinder. 

Q. 31. Can the L triple valve be operated with suc- 
cess without the supplementary reservoir? 

A. 31. It can be operated just as successfully as 
with the supplementary reservoir. 

Q. 32. Can- graduated release be obtained without 
the supplementary reservoir? * 

A. 32. No. 

Q. 33. What pressure of air can be obtained in the 
brake-cylinder in full service position? 

A. 33. The same pressure that can be obtained in 
the brake-cylinder with the standard quick-action triple 
valve. 

Q. 34. Why is it that the same pressure is not ob- 
tained in the. brake-cylinder with the L triple valve in 
the emergency position without the use of the supple- 
mentary reservoir, as the standard quick-action triple 
valve ? 

A. 34. The pressure in the brake-cylinder will retain 
at 88 pounds, due to the fact that in the emergency 
action there is no communication between the brake- 
cylinders and the pop valve, therefore there is no air 
pressure, reduced out of the brake-cylinders. 

Q. 35. What pressure can be obtained in the brake- 
cylinder with the L triple valve with the supplementary 
81 



reservoir attached when applied in the emergency posi- 
tion? 

A. 35. The pressure in the brake-cylinder will equal- 
ize at about 103 to 105 pounds. 

Q. 36. Then in the emergency action of the L triple 
valve, the port leading to the safety valve is blanked 
off. 

A. 36. It is. 

Q. 37. Is there any other position in the L triple valve 
where the pop valve is blanked off? 

A. 37. In all other positions of the L triple valve, 
the pop valve is in communication with the port leading 
to the brake-cylinders. 

Q. 38. In what position does the vent valve operate ? 

A. 38. In the emergency position only. 

Q. 39. What is liable to happen if the vent valve was 
to leak? 

A. 39. After the engineer had applied the brake in 
service position, and returned his valve to lap position, 
the chances are that the valve with a leaky vent valve 
will not permit the valve to go to lap position, as the 
supplementary reservoir pressure would leak into the 
auxiliary reservoir, and return to high brake-cylinder 
pressure, the pressure obtained would be higher than 
desired. 

Q. 40. What would be the results if the vent valve 
was held from its seat from foreign collection on it? 
► A. 40. That depends on what kind of a leak would 
occur between the supplementary reservoir and auxil- 
iary reservoir. If the valve was open far enough 
to allow supplementary reservoir pressure to enter the 
auxiliary reservoir pressure as fast as the triple valve 
was passing the air to the brake cylinder, quick action 
would not be obtained. If supplementary reservoir 
pressure could feed the auxiliary reservoir faster than 
the auxiliary reservoir pressure was entering the brake- 
cylinder undesired quick action would follow. 

Q. 41. What should be done if the valve was leaking 
or stuck open? 

A. 41. On the arrival at your destination of the trip, 
report same at once, have it looked after, so as to pre- 
vent any undesired effect that may occur to the train 
brakes. 

Q. 42. How can the above trouble be remedied? 

A. 42. Remove the cap nut from the vent valve por- 
tion, and look fot a weak or broken spring. Back of 
82 



the vent valve, also look at the valve and seat. Dirt or 
foreign matter has lodged on the seat. 

Q. 43. What effect will a weak vent valve spring 
have on a triple valve? 

A. 43. When equalization takes place between the 
auxiliary reservoir and supplementary reservoir, the 
port opening leading to both sides of the vent valve 
piston is equal. It only takes a light pressure over 
equalization to hold the valve to its seat. 

Q. 44. What effect would there be to the operation 
of the L-triple valve if the port to the left of the vent 
valve piston has become clogged up ? 

A. 44. The pressure to the right of the piston would 
keep the piston forced to the left, and in return would 
open the vent valve, this would be a connection between 
the supplementary reservoir and the auxiliary reservoir 
at all times, 

Q. 45. What effect would it have on the L triple 
valve, if the port in the slide valve seat was to clog up? 

A. 45. There would be no pressure to enter the aux- 
iliary reservoir from the brake pipe with the triple 
valve in full release, through that defective port, the 
only air entering the auxiliary reservoir would be 
through the feed groove on the side of the piston 
chamber. 

Q. 46. If the port in the slide valve seat was clogged 
up, could quick service movement be obtained ? 

A. 46. No, quick service movement would be de- 
stroyed, but full service application can be obtained. 

Q. 47. If the port in the slide valve seat was clogged 
up, would it affect the charging of the supplementary 
reservoir, and auxiliary reservoir? 

A. 47. It would, the only admission of air would 
be through the feed groove in the piston chamber, and 
it is easily understood that the two volumes of air enter- 
ing into a vacant space will fill them up quicker than if 
one was out of service. 

Q. 48. What would be the results if the vent valve 
piston stuck so it could not be moved, or the vent valve 
was stuck so as not to open? 

A. 48. In a service position of the brake, it would 
not be noticed, but when releasing, graduated release 
could not be obtained; when used in the emergency 
the pressure in the brake cylinder and auxiliary reser- 
voir would equalize at a low pressure. 



Q. 49. What would you do if you broke the bleed 
valve off in the supplementary reservoir? 

A. 49. Close the cutout cock on the pipe leading to 
the supplementary reservoir and proceed. 

Q. 50. What would you do if you broke the bleed 
valve off in the auxiliary reservoir? 

A. 50. Put in a half -inch gas pipe plug, or plug the 
hole up with a wooden plug. 

Q. 51. What would happen if the safety valve was 
lealdng ? 

A. 51. This is in accordance with the leak. If it 
were only a slight leak, the brake would decrease in 
power; if the leak was great enough, the brake would 
release quickly. If the valve was stuck open the 
chances are that the brake would only apply in the 
emergency position. 

Q. 52. Would the brake leak off in the emergency 
position with a leaky safety valve ? 

A. 52. No, in this position the safety valve is not 
in communication with the brake cylinder. 

Q. 53. What precaution is taken to protect the safety 
valves from accumulating dirt on the valve or seat? 

A. 53. An air strainer is located at the passage way 
leading to the safety valve, 

Q. 54. With the L triple valve is there any precau- 
tion taken to prevent dirt from entering the triple 
valve ? 

A. 54. A thimble screen is placed at the connection 
from the crossover pipe, at the union where it comes to 
the pressure head. Also in many cases a centrifugal 
dirt collector is placed in the branch pipe between the 
cutout cock and the triple valve. 

Q. 55. What defects are liable to be found in the L 
triple valve? 

A. 55. The same defects that are in the old standard 
triple valve. 

Q. 56. What effect would a slight leak in the auxil- 
iary reservoir have on the brake? 

A. 56. After the brake was applied and the valve 
returned to lap position, the leak would decrease the 
pressure in the auxiliary reservoir. Brake-pipe press- 
ure being the greater of the two pressures, would move 
the triple piston to release position, but as soon as the 
piston moved a sufficient distance the supplementary 
reservoir pressure would recharge the auxiliary reser- 
voir again and as soon as the pressure was increased 
84 



above brake-pipe pressure, it would move the triple 
piston into application position again. 

Q. 57. What effect will a leak have in the supple- 
mentary reservoir. 

. A. 57. After the brake was released, it would fail 
to recharge the auxiliary reservoir pressure quickly, 
therefore the action of quick recharge would be de- 
stroyed. 

Q. 58. After the valve has been placed into the 
emergency action and you desire to release the brake, 
how is the triple valve placed to release position? 

A. 58. When the L triple valve . is placed into full 
release position after an emergency action, &,nd the 
triple piston has moved a sufficient distance, there is a 
release through the release port of the triple valve, and 
also an escape of air out of the safety valve, as the 
safety valve is in communication with the brake-cylin- 
der pressure in all positions except into the emergency 
position. 

TYPE U COMMON STANDARD UNIVERSAL 
VALVE. 

Q. 1. Engineers, conductors and trainmen, have you 
noticed under Government control of railroads and 
operating equipment of different railroads, that there 
is a variation of the design and construction of triple 
valves on steel passenger cars? 

A. 1. Yes, there is the L triple valve, the Universal 
valve and the standard triple valve. 

Q. 2. Will these different classes of valves all work 
in congenial action with one another? 

A. 2. Yes, if the brakes are operated according to 
instructions. 

Q. 3. What are the essential parts of this equip- 
ment? 

A. 3. Angle cocks and hose couplings, brake-pipe 
conductors valve, special branch pipe tee and strainer, 
branch pipe cutout cock, centrifugal dirt collector, Uni- 
versal valve, auxiliary service and emergency reservoirs, 
cutoff valve in emergency reservoir pipe, brake-cylinder, 
cutout cock in brake-cylinder pipe, slack adjuster and 
brake rigging. 

Q. 4. How many parts complete compose the Uni- 
versal brake? 

A. 4. Three-faced pipe bracket, equalizing portion, 
quick action portion, with high pressure cap. 
85 



Q. 5. What part of the equipment is being applied 
to cars at the present? 

A. 5. All the above parts except the electric por- 
tion. This is easily applied, all that is necessary is to 
remove the plain flat cap. 

Q. 6. Can the bracket used with the Universal valve 
be used for any other purpose? 

A. 6. Yes; for all the pipe connections ana it con- 
tains the quick-action chamber, and quick-action closing 
chambers as explained later. 

Q. 7. What are the duties of the equalizing portion ? 

A. 7. , It controls the charging of the resei-voirs, the 
application and release of brakes in service and through 
the medium of the quick action portion, the application 
and release of the brakes in emergency. 

Q. 8. What does the equalizing portion consist of ? 

A. 8. Equalizing piston, slide and graduating valve, 
graduated release piston, reduction limiting valve, re- 
lease piston and slide valve, service port check valve, 
emergency reservoir charging port check valve and 
graduated release cap. 

Q. 9. What is the duty of the equalizing piston? 

A. 9. It controls the opening and closing of the 
auxiliary reservoir feed groove and emergency reser- 
voir charging port and actuates the movement of the 
equalizing slide valve and graduating valve. 

Q. 10. What is the duty of the equalizing slide 
valve ? 

A. 10. In release position it separates the service 
reservoir from the auxiliary reservoir; connects the re- 
lease end of release piston to atmosphere by the way of 
the graduating valve; blanks the port leading to appli- 
cation end of release piston; and closes the service port. 
In application position it connects the service reservoir 
to the auxiliary reservoir; blanks the port leading to 
release end of release piston; connects the port leading * 
to application end of release piston to atmosphere, and 
opens the service port to brake-cylinder. 

Q. 11. What is the duty of the graduating valve? 

A. 11. In release position it closes the service port 
in the slide valve, connects the release end of the re- 
lease piston, through the slide valve to the atmosphere, 
and connects the auxiliary reservoir pressure to the re- 
sistance increasing cavities in the slide valve. In appli- 
cation position it opens the service port in the equalizing 
slide valve, connects the application end of release pis- 
86 



ton to the atmosphere; closes the communication from 
the release end of release piston to the atmosphere and 
connects the resistance increasing cavities to the atmos- 
phere. 

Q. 12. What is the duty of the release piston and 
its slide valve? 

A. 12. The release piston in release position oper- 
ates the release slide valve. The release slide valve 
opens the emergency reservoir charging port, service 
reservoir charging port, graduated release port, high- 
pressure valve port and brake-cylinder exhaust port. In 
application position it closes the emergency reservoir 
charging port. Service reservoir charging port, gradu- 
ated release port, brake-cylinder exhaust port and con- 
nects the high-pressure valve port to the port that leads 
to the emergency slide valve and port that leads through 
the equalizing slide valve to the atmosphere. 

Q. 13. What is the duty of the service reservoir 
charging valve ? 

A. 13. Its duty is to prevent the charging of the 
service reservoir until the auxiliary reservoir has been 
charged to within five pounds of the emergency reser- 
voir pressure. 

Q. 14. What duties does the service port check valve 
perform ? 

A. 14. It allows the air pressure to pass from the 
auxiliary reservoir and service reservoirs to the brake- 
cylinder, and prevents it from flowing back from the 
brake-cylinder into these reservoirs. 

Q. 15. Why is it necessary to have this check valve? 

A. 15. In emergency applications the service and 
auxiliary reservoirs first equalize into the brake-cylin- 
der. Then the connections between these reservoirs and 
the brake-cylinder is closed, permitting the emergency 
reservoir to equalize with the brake-cylinder at a higher 
pressure. The service port check valve prevents the 
air in the brake-cylinder from flowing back into the 
auxiliary and service reservoirs through the service 
port. 

Q. 16. What are the duties of the emergency charg- 
ing port check valve? 

A. 16. To prevent emergency reservoir pressure 
from passing back to equalizing piston chamber and 
brake-pipe. 

Q. 17. What are the duties of the graduated release 
piston ? 

87 



A. 17. To stop the equalizing piston and slide valve 
in graduated release position when operating with grad- 
uated release cut in. 

Q. 18. What are the duties of the graduated re- 
lease cap? 

A. 18. To change the valve from direct to graduated 
release or vice versa. 

Q. 19. What does the quick action portion and high- 
pressure cap consist of? 

A. 19. Emergency piston, graduating valve, slide 
valve, protection valve, high-pressure valve, intercepting 
valve, cutout valve, safety valve, quick-action piston and 
valve, quick-action chamber and quick-action closing 
chamber. 

Q. 20. What are the duties of the emergency piston 
and its slide valve ? 

A. 20. The emergency piston opens and closes the 
quick-action chamber feed groove, and operates the 
graduating valve and slide valve. The duties of the 
slide valve in release position are to open the quick- 
action closing chamber port, and connect the face of the 
high-pressure valve and cutout valve to the atmos- 
phere. In application position it first connects the quick- 
action chamber to the quick-action piston, and emer- 
gency switch piston, then closes these ports and opens 
a connection from the quick-action closing chamber to 
quick-action piston and emergency switch piston; closes 
the quick-action closing chamber port, connects the back 
of the high-pressure valve to the atmosphere through 
the cavity in the release slide valve, and connects the 
quick-action chamber to the brake-cylinder. 

Q. 21. What are the duties of the emergency grad- 
uating valve? 

A. 21. To open and close the communication between 
the quick-action chamber and the quick-action piston 
and emergency switch piston. 

Q. 22. What are the duties of the protection valve? 

A. 22. To cause automatic emergency application 
of the brakes when the brake-pipe pressure is from 
any cause reduced below a predetermined point, namely, 
35 pounds. 

Q. 23. What are the duties of the high-pressure 
valve ? 

A. 23. The high-pressure valve is used as a pilot to 
control the operation of the intercepting valve, and it 
opens and closes the large port to the brake-cylinder 
88 



in emergency applications. 

Q. 24. What is the duty of intercepting valve? 

A. 24. It allows the auxiliary and service reservoirs 
to equalize into the brake-cylinder quickly in advance 
of the emergency reservoir, and then cuts off the aux- 
iliary and service reservoirs and allows the emergency 
reservoir to equalize with the brake-cylinder, thereby 
giving a high emergency brake-cylinder pressure. 

Q. 25. What are the duties of the safety valve cut- 
out valve? 

A. 25. The duty of this cutout valve in service ap- 
plications is to allow brake-cylinder pressure to pass to 
the safety valve. In emergency applications it admits 
auxiliary, service and emergency reservoir pressure to 
the brake-cylinder, and cuts out and unseats the safety 
valve. 

Q. 26. What are the duties of the safety valve? 

A. 26. To prevent brake-cylinder pressure from 
increasing to a high pressure in service application. 

Q. 27. To what pressure is the safety valve set to 
close off? 

A. 27. 60 pounds. 

Q. 28. Name the different reservoirs that are used 
with this equipment for air supply to the brake-cylinder 
on each car. 

A. 28. Auxiliary, service and emergency reservoirs. 

Q. 29. What is the object of using a service reser- 
voir in addition to the auxiliary reservoir? 

A. 29. The auxiliary and service reservoirs combined 
form the reservoir volume for the brake-cylinder in 
service application and are so connected that when re- 
charging the equipment, (graduated release feature 
cutout), after a brake application, the service reservoir 
is temporarily cut off from the source of air supply and 
only a small auxiliary reservoir volume is connected 
with the brake-pipe. This in return, as you can under- 
stand, reduces to a minimum the amount of air required 
to release all brakes on the train. With a graduated 
release cut in dividing of the compressed air volume 
for service applications only, into two volumes, (auxili- 
ary and service reservoirs) permits a flexible graduat- 
ed release with a minimum emergency reservoir vol- 
ume. 

Q. 30. What are the duties of the emergency reser- 
voirs ? 

A. 30. It is used to control the graduated release 



L 



pneumatically and also to recharge the service reser- 
voir when the service reservoir charging valve opens 
and to give a high brake-cylinder pressure in emergency 
application. 

Q. 31. Where there are two emergency reservoirs 
used, why is there a cut-off valve in the pipe leading to 
the large emergency reservoir? 

A. 31. First, it serves to furnish a volume of air 
that is to be used for quick recharge of the service res- 
ervoir, and take care of the graduated release feature 
when in operation, at the same time by the action of 
the cut-off valve to prevent the air from the large emer- 
gency reservoir when used in the emergency applica- 
tion to enter the brake-cylinder, the small emergency 
reservoir pressure enters the brake-cylinder only, and 
protects the brake cylinder-pressure, to a limited press- 
ure desired during the period of time. 

Q. 32. How many cutout cocks are used with this 
equipment ? 

A. 82. There are two, one located on the crossover 
pipe, to the valve, and the other located in the brake- 
cylinder pipe. 

Q. 33. Are the reservoirs equipped with a bleed 
valve ? 

A. 33. Yes. 

Q. 34. While enroute if the brake becomes disabled 
on a car what is necessary to cut out of service? 

A. 34. A defective brake rigging — close the cutout 
cock on the brake-cylinder pipe. If the valve itself is 
disabled the cutout cock in the branch pipe closed, and 
all reservoirs be bled out, except the large emergency 
reservoir, which must be left in service for use of the 
water raising system. 

UNIVERSAL VALVE DEFECTS. 

Q. 35. Where would you look for the trouble if the 
brake fails to operate in service position? 

A. 35. In the equalizing portion. 

Q. 36. Where would you look for the trouble if the 
brake refused to operate in the emergency action, all 
reservoirs in service? 

A. 36. In the quick-action portion. 

Q. 37. What would you look for if the brake was 
applied in service position and undesired quick action 
was obtained? 

A. 37. In the quick-action portion. 
90 



Q. 38. If the brake was applied either in service or 
emergency position and it refused to release, where 
would you look for the trouble? 

A. 38. In the quick-action part. 

Q. 39. If any of the triple valves attached to other 
cars in the train go into quick action, will it affect 
the new equipment as well as the old? 

A. 39. Yes. They are designed and constructed to 
operate either in service or emergency position with 
all quick action triple valves in service. 

Q. 40. If the equalizing portion becomes defective 
will it give you undesired quick action? 

A. 40. No, the quick action features of the Universal 
brake are separate from the service features of the 
valve. 

Q. 41. When a continuous reduction of a brake-pipe 
pressure of 35 pounds is made either by the action of 
the brake valve or through leaks in the brake-pipe is the 
valve defective? 

A. 41. No, the valve is so designed to hunt the emer- 
gency action after brake-pipe pressure is reduced down 
to that pressure. 

Q. 42. What benefit is this brake above the old style 
equipment ? 

A. 42. If the air pump became disabled and the 
engineer did not notice it while enroute, and the brake- 
pipe pressure was reduced down to 35 pounds the brake 
would apply in the emergency action. 

Q. 43. What effect would an angle-cock have on 
this valve if it become closed enroute? 

A. 43. Just as soon as the air pressure back of the 
closed angle-cock was reduced down in the brake-pipe 
to 35 pounds, the brake would then apply in the emer- 
gency. 

Q. 44. What pressure is required in the brake-pipe 
to release the brake after an emergency application? 

A. 44. 90 pounds or a fraction more. 

Q. 45. In making up trains why is it important that 
brake-pipe pressure should not be reduced down suffi- 
cient to cause the brake to hunt quick action? 

A. 45. This means a loss of time as it would require 
an increased brake-pipe pressure to release brakes. 

Q. 46. What brake-pipe reduction is required to 
apply the brakes in service position? 

A. 46. Seven pounds brake-pipe reduction is sufii- 
cient to place the valve into service position; a reduc- 
91 



tion of less than 5 pounds will not have any action on 
the valve due to the resistance of increasing cavities 
being open to the atmosphere, requiring this difference 
to move the slide valve. 

Q. 47. Why is it proper to see that the graduated 
release pointer is in the proper position? 

A. 47. So as to be sure the valve will release prop- 
erly. 

Q. 48. When should it occupy the graduated release 
position ? 

A. 48. When there are a sufficient amount of cars 
attached in a train to guarantee its use. 

Q. 49. When should the pointer occupy the position 
of release? 

A. 49. When there are not a sufficient amount of 
cars attached in a train to guarantee its use. 

Q. 50. In what part of this valve is this pointer 
located ? 

A. 50. On the graduated release cap. 

Q. 51. If you discovered a leak at the exhaust of 
the equalizing slide valve with the valve in release posi- 
tion, what would you look for? 

A. 51. A leaky equalizing slide valve, or graduating 
valve or the seal at the release end of the release pis- 
ton. 

Q. 52. If the valve was placed in application posi- 
tion and the exhaust of the equalizing slide valve leaked 
what would you look for? 

A. 52. A leaky equalizing slide valve, graduating 
valve leaking, or the seal at the application end of the 
release piston. 

Q. 53. If the release slide valve exhaust showed a 
blow when the valve was in release position what would 
you look for? 

A. 53. A leaky release slide valve, due to foreign 
matter on the valve or seat or the valve worn. 

Q. 54. What would cause a blow at this valve's ex- 
haust port with the valve in application position? 

A. 54. There are two defects that can occur to this 
valve in application position; a leaky release slide valve, 
or equalizing slide valve. 

Q. 55. What would you look for if there was a blow 
at the emergency slide valve exhaust port in release 
position ? 

A. 55. A leaky emergency slide valve or high- 
pressure valve. 

92 



I 



Q. 56. What would you look for if there was a leak 
at this exhaust with the valve in emergency position? 

A. 56. A leaky emergency slide valve, leaky release 
slide valve or leaking at the outside seal of the high- 
pressure valve. 

Q. 57. What would you look for if there was a leak 
at the quick action exhaust port, when the valve is in 
release position? 

A. 57. A quick-action valve leaking, an emergency 
graduating or slide. valve leaking. 

Q. 58. What would you look for if the protection 
valve exhaust leaked with the valve in release position ? 

A. 58. A leaky atmospheric seal. 

Q. 59. What would you look for if this valve had a 
leak at the exhaust when the brake was applied in the 
emergency position? 

A. 59. Emergency piston gasket leaking, combined 
with a leaky emergency piston packing ring. 

Q. 60. What would you look for if you had a leak 
at the brake-cylinder exhaust in release position ? 

A. 60. A release slide valve leaking. 

Q. 61. What would you look for if a leak occurs at 
the brake-cylinder exhaust port in application position ? 

A. 61. Release slide valve or equalizing slide valve 
leaking. 

Q. 62. When removing any part of the valve to be 
cleaned or if defective why is it necessary to examine 
all gaskets and ports ? 

A. 62. So as to be sure that all gaskets are in good 
condition and no defects in them between port openings, 
also to see that all ports are clean and free from dirt, 
and gaskets are located properly. 

Q. 63. What kind of a cutout cock is located on 
the brake-cylinder pipe? 

A. 63. A cutout cock of a special design so as to re- 
lease all of the air out of the brake-cylinder when in a. 
closed position. 

Q. 64. When is it necessary to close this valve? 

A. 64. In case of a defect to brake rigging, or when 
the air brake or car inspectors desire to make repairs 
to the equipment. 

Q. 65. What benefit is derived from a cutout at- 
tached to the brake-cylinder? 

A. 65. It prevents the loss of time in charging res- 
ervoirs after repairs to brake rigging. 



INFORMATION TO CONDUCTORS AND 
TRAINMEN. 

Q. 66. Why is it necessary at the present time for 
an air brake instructor to study and be ready to give 
information to the class of men in road service nuder 
the present control of Government? 

A. 66. At the present time all class of equipment 
being operated over the railroads, it is the instructor's 
duty to familiarize himself with the operations of the 
different valves so he can furnish the desired informa- 
tion the train crews require while enroute, and to note 
that the engineer in charge operates the brakes accord- 
ing to instructions so as to protect the traveling public 
and the equipment. Where valves of all designs are 
placed under different equipment it requires a little more 
care in operating the brakes as heavy reductions on 
the first application very often make the brakes hold 
too hard on the rear portion and triple valves of differ- 
ent design variate in pressures entering the brake-cylin- 
der. Under these conditions you can notice how quick 
the slack can be pulled back from the rear portion of 
the train and in return a very unpleasant feeling to the 
train rider. 

ALERT, WATCHFUL, LIVELY. 

Why train crews should be on the alert for the en- 
gineer's call for hand brakes. With my past experience 
of 43 years in road service, both with the North Penn- 
sylvania Railroad, Pennsylvania Railroad and the Read- 
ing Railroad, there has come to my notice many cases of 
where train crews have prevented accidents by the use 
of hand brakes. 

Below you will find some of the causes where hand 
brakes did their duty: 
Angle-cocks closed from unknown causes. 
Angle-cock bushings working loose in the angle-cock. 
Air hose trapped with the lining of the air hose. 
Brake-pipe frozen up between engine and tender and 

between tender and cars. 
Brake-pipe defective, almost closed up. 
Air hose clutches defective, almost closed up. 
Rotary valve key leaving the rotary valve. 
Air pump stopping while enroute. 
Angle-cocks only partly opened. 
Neglect of train crews to properly test brakes. 
Air and whistle hose driven together. 
94 



Double-headed valves closed beneath brake valves. 
Flimsy air hose parting and fastening themselves under 

draw heads. 
Brake valves left on lap position. 
Feed valves out of order. 
Air gauges out of order, steam valve in governor stuck 

partly shut. 

WESTINGHOUSE CROSS COMPOUND AIR PUMP. 

In the past few years it is understood that larger 
locomotives and cars are being constructed, and in re- 
turn it demands large brake-cylinder and auxiliary res- 
ervoirs to effect the braking powers on the locomotive 
increased in size as well as the cars, the increased 
weight of cars and their length increases their weight 
so in return they must be supplied vdth a storage of 
air to set the brake ,and this requires an air pump well 
able to perform this work satisfactorily. 




Q. 1. How many cylinders has the Westinghouse 
cross compound pump? 

A. 1. There are four cylinders, 2 steam and 2 air 
cylinders. 

95 



Q. 2. If there are four cylinders attached to a cross 
compound pump which cylinders represent the steam 
cylinders ? 

A. 2. The upper cylinders are the steam cylinders, 
and the lower cylinders the air cylinders. 

Q. 3. What are the different diameters of the cylin- 
ders ? 

A. 3. High pressure steam cylinder is 8 1-2 inches 
in diameter, the low pressure steam cylinder is 14 1-2 
inches, the high-pressure air-cylinder is 9 inches, the 
low pressure air cylinder 14 1-2 inches. 

Q. 4. How are the steam cylinders and air-cylinders 
connected ? 

A. 4. The high-pressure steam cylinder is connected 
direct above the large air cylinder, the large steam 
cylinder is connected direct above the high-pressure air- 
cyiinder. 

Q. 5. What action does the valve motion have in the 
top head of the air pump, and the action on the steam 
cylinders ? 

A. 5. On the same principal as the single expansion 
air pump. 

Q. 6. How are the steam pistons and rods connected 
to the air pistons ? 

Q. 6. High-pressure steam piston rod connected to 
the low-pressure air piston, the low-pressure steam pis- 
ton rod is connected to the high pressure air piston. 

Q. 7. How many air valves are located in the air 
cylinders? 

A. 7. There are 10 in all. 

Q. 8. Name the different air valves located in the 
air cylinders. 

A. 8. Four receiving valves: four intermediate 
valves; two discharge valves. 

Q. 9. Which air cylinder has the receiving valves ? 

A. 9. The low-pressure air cylinder and the cylinder 
which accepts the free air. 

Q. 10. Where are the intermediate valves located ? 

A. 10. Between the high and low-pressure air cylin- 
der. 

Q. 11. Where are the discharge valves located? 

A. 11. They are located in the upper and lower end 
of the high-pressure air cylinder. 

Q. 12. Why is the large air cylinder called the low- 
pressure cylinder? 

A. 12. That is the cylinder that receives the free 
96 



air direct from the atmosphere. 

Q. 13. Why is the small air cylinder called the high- 
pressure air-cylinder. 

A. 13. After the admission of free air to the low- 
pressure air-cylinder on the movement of the piston 
away from the receiving valve, it then is compressed on 
the return or opposite movement of the piston by the 
intermediate valves to the high-pressure cylinder as the 
high-pressure cylinder is smaller in diameter than the 
low-pressure cylinder, the air is compressed to a high 
pressure because it is admitted into a smaller space. 

Q. 14. As the air is compressed from the low-press- 
ure air cylinder to the high does it affect the action of 
the air piston in the high-pressure air-cylinder. 

A. 14. As the steam and air pistons of both cylin- 
ders travel in opposite directions it serves to increase 
the pressure of the high pressure air piston, and assists 
the steam action of the steam piston. 

Q. 15. Why is the high-pressure steam cylinder in 
connection with the low-pressure air-cylinder? 

A. 15. As the boiler pressure enters the high-press- 
ure steam cylinder direct, and only actuates the high- 
pressure piston and air piston in the low-pressure cylin- 
der, and through its movement free air is received to the 
low-pressure cylinder and on reverse movem^ent the 
free air is compressed to the high-pressure cylinder. 

Q. 16. What difference is there between the main 
valve in a cross compound pump and the ordinary D 
slide valve of a 9 1-2-inch air pump. 

A. 16. The main valve in the cross compound pump 
is made up of five pistons connected together, a large 
one on one end, a small one on the other end, and three 
intermediate pistons of unifoi-m size. 

Q. 17. Explain the movement of the high-pressure 
steam piston and the low-pressure steam piston . 

A. 17. Steam from the boiler enters the pump at the 
place marked steam inlet, flows through a passage to 
the top head of the pump, filling the main valve cham- 
ber between the small piston and the first intermediate 
piston, also between the third intermediate piston and 
large piston. It also flows into the reversing valve 
chamber. The chamber to the right of the large end 
of the main valve piston is connected to the exhaust 
port, and the outside of the small end of the main valve 
piston is always in connection with the exhaust port. 
The three intermediate pistons being of one size is al- 
97 



ways balanced. The large and small pistons have steam 
pressure inside and exhaust on the outer sides, which 
results in moving the main valve to the right. This 
brings a chamber in the bushing leading to ports and 
a passage way leading to the lower end of the high- 
pressure piston this allowing the live steam pressure 
direct under the high-pressure piston starting the piston 
on its upward movement. 

Q. 18. Where does the steam pass to, that was 
used to operate the high pressure steam piston on the 
down stroke ? 

A. 18. There is a port in the main valve chamber 
which leads direct into the upper end of the high-press- 
ure steam cylinder connecting through a chamber into 
a port in the seat, which leads to the upper side of the 
low-pressure piston, steam above the iiigh-pressure 
piston exhausts through this port to the chamber in the 
valve bushing, then to the port leading into the upper 
side of the low pressure piston and this permits the 
steam to follow the piston on the down stroke. 

Q. 19. How is the steam pressure below the low 
pressure steam piston released as the piston moves on 
the down stroke? 

A. 19. There is a port in communication with a 
passage in the lower end of the steam cylinder, and the . 
top head, which is connected with a chamber and a port 
leading to the exhaust pipe. 

Q. 20. Does the low-pressure steam piston make its 
down stroke as the high-pressure steam piston makes 
its up stroke? 

A. 20. They work in opposite directions; as the high- 
pressure steam piston makes its upper stroke, the low- 
pressure steam piston makes its down stroke. 

Q. 21. Explain how the reverse action of the pump 
operates? 

A. 21. When the high-pressure steam piston reaches 
near its full travel in the upper end of the cylinder, the 
reversing plate engages the shoulder on the reversing 
valve rod, which is carried upward; also the reversing 
valve. At this move the reversing valve blanks off the 
exhaust to the right of the large end of the main valve, 
and permits live steam to enter direct below the re- 
versing valve, to the right of the main valve. This 
balances the large piston, and leaves the small end of 
the piston unbalanced, having steam pressure to the 
right and exhaust opening on the left. This allows the 
98 



main valve to move to the left. In this position live 
steam is permitted to enter the upper end of the high- 
pressure piston, which follows the piston on the down 
stroke. At this move the steam in the cylinder below 
the high-pressure piston, exhausts over into the low- 
pressure cylinder, through a port and chamber in the 
main valve bushing and a port and passage to the low- 
p^ressure cylinder. This starting the low-pressure steam 
piston on the upper stroke, the steam above the low- 
pressure piston posses to the atmosphere through a port 
and chamber in the main valve bushing to the exhaust 
port to the atmosphere. 

Q. 22. Explain how the operation of the air-cylinder 
is affected under a compound action? 

A. 22. Starting with the low-pressure air-cylinder, 
it will be seen that the low-pressure air-cylinder is the 
large cylinder, and as the piston is making its upward 
stroke, there is a vacuum formed behind the piston. The 
atmospheric pressure then raises the lower receiving 
valves and air flows past these valves to fill the partial 
vacuum formed in the cylinder. The air continues to 
flow into the cylinder until the cylinder is filled with 
free air, the air that has been received into the air- 
cylinder above the piston is now to be compressed over 
to the high-pressure air-cylinder. As the low-pressure 
air-piston is moving on its upper stroke, the air above 
the piston is compressed past the intermediate valves 
into the upper end of the high-pressure air-cylinder. 
The upper set of receiving valves in the low-pressure 
air-cylinder are forced to their seats, while the low- 
pressure piston is moving on the upper stroke. This 
prevents any air to flow to the atmosphere. As the air 
is compressed on the upper stroke of the low-pressure 
piston over to the high-pressure piston, the compression 
of air is admitted direct above the high-pressure pis- 
ton and aids the action of the piston on the down stroke, 
along with the steam pressure acting on the upper end 
of the steam piston. 

Q. 23. How is the high-pressure air-piston effected 
en the return stroke? 

A. 23. All air that was compressed from the low- 
pressure air-cylinder over to the high-pressure air- 
cylinder on the down stroke must pass out of the dis- 
charge valve to the discharge pipe on the return stroke 
of the high-pressure piston. On the down stroke of 
the high-pressure piston, the air directly under the high 
99 



pressure piston, which was previously admitted by the 
low-pressure piston on its down stroke, is now being 
compressed into the main reservoir and forced past the 
lower discharge valve to the discharge pipe and main 
reservoir. 

Q. 24. Is the action of the high-pressure piston the 
same on both the upper and lower strokes of the piston? 

A. 24. On the downward stroke of the low-pressure 
air piston, and the upper stroke of the high-pressure 
piston, the actions are the same, only the air admitted 
from the atmosphere passes the upper set of receiving 
valves on the down stroke, of the low-pressure piston 
and that air that is located in the air-cylinder below 
the piston, is compressed by the lower intermediate 
valves, into the high-pressure cylinder, and the air 
above the high-pressure piston is discharged by the up- 
per discharge valve to the main reservoir, and the air 
below the high-pressure piston is discharged by the 
lower discharge valve to the main reservoir. 

Q. 25. At what pressure does the high-pressure air- 
cylinder receive air from the low-pressure air-cylinder? 

A. 25. The low-pressure air-piston will deliver air to 
the high-pressure air-cylinders at 38 to 40 pounds pres- 
sure. 

Q. 26. What pressure of air does the high-pressure 
piston work against? 

A. 26. Whatever pressure of air is located in the 
main reservoir. 

Q. 27. Is the low pressure piston rod made hollow 
or is it solid? 

A. 27. It is a solid piston and cuts no figure in oper- 
ating the action of the main valve. 

Q. 28. What pressure of steam operates the low- 
pressure steam piston? 

A. 28. The exhaust steam from the high-presaure 
piston. 

Q. 29. What pressure of steam will operate the com- 
pound pump so as to receive the best results? 

A. 29. A high boiler pressure variating from 175 to 
240 pounds of steam pressure. 

DEFECTS OF A COMPOUND AIR PUMP. 

Q. 1. What will cause a compound pump to knock? 
A. 1. Mostly the same defects that will cause a 9^ 
or an 11-inch pump to knock. 

Q. 2. What effect will a leaky receiving valve have 
XOO 



on a compound pump? 

A. 2. It will serve to destroy the action of the pump. 
When the low-pressure air-piston is compressing, it 
will force a per cent, of air out of the air inlet, in the 
position the low-pressure air-piston is compressing to- 
ward the leaky valve, and also decrease the air-pressure 
being compressed through the intermediate valves, to 
the high-pressure cylinder. 

Q. 3. What effect will a leaky intermediate valve 
have in a compound pump? 

A. 8. When an intermediate valve is leaking it will 
permit a per cent, of air to flow back into the low- 
pressure air-cylinder when the piston is moving in a 
position away from the intermediate valve that is leak- 
ing, and it will prevent the full supply of free air to 
be admitted to the low-pressure air-cylinder. 

Q. 4. What will happen if the upper discharge valre 
was broken in the high-pressure cylinder? 

A. 4. This will permit main reservoir pressure to 
flow back into the high-pressure air-cylinder and de- 
itroy the action of the compression of air from the low- 
pressure piston to the high-pressure piston on the up- 
per stroke of the low-pressure piston. 

Q. 5. What will happen if the lower discharge 
ralve was broken in the high-pressure air-cylinder? 

A. 5. The same results will happen if the lower 
discharge valve is broken, only in the opposite direction 
the low-pressure piston is moving. 

Q. 6. Worn-out packing brings in the low-pressure 
air-cylinder? 

A. 6. If the packing rings are worn out in the low- 
pressure air-cylinders, it prevents the proper vacuum, 
and very little free air is accepted to the air-cylinder. 
Second, it will form a poor compression between the low 
and high-pressure air-cylinder. 

Q. 7. What effect will a leaky discharge valve hare 
in a high-pressure air-cylinder? 

A. 7. First, it will increase the speed of the high- 
pressure piston in the direction it is moving, away 
from the leaky discharge valve. Second, it will destroy 
the compression between the low-pressure air-piston 
and the high-pressure air-piston. 

Q. 8. What effect will worn-out packing rings havs 
in a high-pressure air-cylinder? 

A. 8. First, it will not give the piston the proper 
movement away from the low-pressure piston. Second, 
101 



it will not compress the proper amount of air to the 
main drum. 

Q. 9. What will be the cause of the compound pump 
has uneven exhausts? 

A. 9. Air valves leaking, piston-packing rings worn 
out, so the air will churn from one side to the other; 
valves unequal lift; clogged air passages in the air- 
cylinder, worn out packing rings on the main steam 
valve. 

Q. 10. What will make the pump slow in accumu- 
lating the proper amount of air? 

A. 10. Leaky valves, worn-out packings rings, worn 
out valves; valves with improper lift; dirty air inlet 
strainers. 

Q. 11. What will give the pump a slow action in 
the steam cylinder? 

A. 11. Worn out packing rings in the steam cylin- 
ders, worn out main valve rings in the top head. 

Q. 12. What will be the cause if the air pump runs 
hot? 

A. 12. Sticky receiving values, or valves having the 
improper lift, a dirty air inlet strainer, packing rings 
worn out. 

Q. 13. What effect will a worn reversing plate or a 
worn reversing valve rod have on an air pump? 

A. 13. The pump will knock, due to the fact that it 
over reaches its travel on the steam piston and does not 
cut off the steam at the proper time. 

Q. 14. What causes the air pump to groan? 

A. 14. Improper lubrication from the lubricator to 
the steam cylinder, dry air cylinder, a dry swab on the 
piston rod, and worn rings. 

Q. 15. Why does an air pump refuse to start? 

A. 15. Lack of lubrication; when a pump has been 
idle for several days, rust collecter! in cylinder. The 
pump should be well oiled and steam turned on quickly, 
this will very often start the pump. 

Q. 16. What may be the cause if the pump then re- 
fuses to start? 

A. 16. Loose air piston on the low pressure piston 
rod, nuts loose on the piston rod, reversing plate loose 
on the high pressure steam piston, loose steam piston 
head on the high pressure piston. Broken reversing 
valve rod. Bent reversing valve rod, bolt out of the 
reversing plate, broken rings on the main steam valve. 

Q. 17. What may be the cause if the high-pressure 
102 



steam piston operated and the high pressure air piston 
would not compress air to the main drum ? 

A. 17. • The action of the steam piston may be per- 
fect but the air piston may be loose from the low-press- 
ure piston rod. 

Q. 18. Why will the low-pressure steam piston oper- 
ate if the nuts were loose from the piston rod in the 
high pressure air cylinder? 

A. 18. This is a floating piston and can be operated 
through the action of the high-pressure steam piston, 
through the movement of the main valve in the top 
head. 

Q. 19. What rule should be adopted to stop a com- 
pound air pump ? 

A. 19. The same rule adopted for a 9 1-2 inch or a 
11-inch air pump. 

Q. 20. How can you tell if the trouble is in the pump 
or pump governor, if the pump refuses to start? 

A. 20. Open the drip cocks to the steam cylinder, if 
steam comes out of the cylinder cocks it proves the gov- 
ernor is 0. K., trouble is in the pump. If no steam is 
shown at the drip cocks, it indicates the trouble is in 
the governor. 

A. 21. How many air strainers are in use with a 
compound air pump? 

A. 21. There are two, one for the upper set of re- 
ceiving valves and one for the lower set. 

Q. 22. What positions are the steam piston and rods 
in when the steam is shut off of the pump? 

A. 22. The weight of both pistons will always find 
the low point in the air cylinders and steam cylinders 
and that is at the extreme low point of the cylinders. 

Q. 23. What piston controls the action of the main 
steam valve? 

A. 23. The high pressure piston. 

Q. 24. What piston controls the action of the revers- 
ing valve rod? 

A. 24. High pressure piston. 

Q. 25. What does the reversing valve rod control? 

A. 25. The reversing valve. 

Q. 26. What does the reversing valve control? 

A. 26. It controls the action of the main steam 
valve, through its movements, admits steam to the 
right of the main valve piston, and exhausts the steam 
to the right of the main valve piston. 

Q. 27. What does the main valve crntrol? 
103 



A. 27. Controls the action of the high and low steam 
pistons both in admitting steam to the cylinders and 
exhausting- the steam from the cylinders. 




k. 



E T 

EQUIPMENT. 

INSTRUCTIONS AND EXAMINATION QUESTIONS. 

Q. 1. What is the meaning of E. T.? 
A. 1. Engine and tender also a truck brake when so 
desired. 

Q. 2. What is the benefit of the E. T. equipment 
104 



over the old style brake? 

A. 2. It takes the place of triple valves, auxiliary 
reservoirs, gives better service, and lessens the up- 
keep. 

Q. 3. What are the principal parts of the E. T. equip- 
ment? 

A. 3. 1. Air pump governor. 

2. Air pump. 

3. Main reservoirs. 

4. H6 brake valve. 

5. Independent brake valve. 

6. Duplex air gauges. 

7. Distributing valve. 

8. Feed valves. 

9. Reducing valve. , 
10. Brake cylinders. 

Q. 4. What are the uses of the air pump governors ? 

A. 4. To control the action of the air pump when the 
desired pressures are obtained. To which they are 
regulated for. 

Q. 5. What are the uses of the air pump? 

A. 5. To compress air to the main reservoir to be 
used to control the action of the air brakes. 

Q. 6. What are the uses of the main reservoirs? 

A. 6. They are used to store the air. The air pump 
is compressing, cool the air and collect all the moisture 
that's in the air. 

Q. 7. What are the uses of the automatic brake 
valve ? 

A. 7. To operate the engine, tender, truck and train 
brakes. 

Q. 8. What are the uses of the independent brake 
valve ? 

A. 8. To operate the engine and tender brakes only; 
truck brake when installed. 

Q. 9. What are the uses of the duplex air gauges? 

A. 9. The large duplex air gauge, the red hand in- 
dicates main reservoir pressure, the black hand equal- 
izing pressure, the small duplex air gauge, the black 
hand brake-pipe pressure, the red hand brake-cylinder 
pressure. 

Q. 10. What are the uses of the distributing valve ? 

A. 10. It is a small double chamber reservoir to 
which is attached pipe connections to distribute the air 
to the brake cylinders through its action and is located 
on the locomotive, to perform the functions of the triple 



valves, auxiliary reservoirs, double-seated check valves, 
high-speed reducing valves, etc. 

Q.ll. What are the uses of the feed valve? 

A. 11. To regulate the standard brake-pipe press- 
ure, when the handle of the brake valve is placed in 
running or holding position. 

Q. 12. What are the uses of the reducing valve? 

A. 12. To reduce the main reservoir pressure for the 
independent brake valve, and for the signal system. 

Q. 13. What are the uses of the brake-cylinder? 

A. 13. To hold the brake applied after an applica- 
tion of air is made to the cylinder. 

Q. 14. What pipe is connected to the upper portion 
of the excess pressure head ? 

A. 14. The feed valve pipe pressure is connected 
to the upper portion of the excess pressure head. 

Q. 15. What pipe is connected to the lower portion 
of the excess pressure head ? 

A. 15. The excess or main reservoir pressure pipe 
connects the lower section of the excess pressure head. 

Q. 16. What pipe is connected to the diaphragm por- 
tion of the maximum head. 

A. 16. Main reservoir or the excess pipe pressure 
is connected direct to the diaphragm portion of the 
maximum head. 

Q. 17. What are the uses of the discharge pipe? 

A. 17. Connects the air pump to the first main res- 
ervoir. 

Q. 18. What are the uses of the connecting pipe ? 

A. 18. Connects the two main reservoirs together. 

Q. 19. What are the uses of the main reservoir pipe ? 

A. 19. Connects the second main reservoir to the 
automatic brake valve, distributing valve, feed valve, re- 
ducing valve and air pump governor. 

Q. 20. What are the duties of the feed valve pipe? 

A. 20. Connecting the feed valve to the automatic 
brake valve. 

Q. 21. What are the uses of the reducing valve 
pipe ? 

A. 21. Connects the reducing valve to the independ- 
ent brake valve and to the signal system. 

Q. 22. What are the uses of the brake pipe? 

A. 22. Connects the automatic brake valve with the 
distributing valve. All the triple valves on the cars in 
the train. 

Q. 23. What are the uses of the brake cylinder pipe ? 
106 



A. 23. Connects the distributing valve with the 
driver brake, tender brake and truck brake cylinders. 

Q. 24. What are the uses of the application cylinder 
pipe ? 

A. 24. Connects the application cylinder of the dis- 
tributing valve to the independent brake valve and auto- 
matic brake valve. 

Q. 25. What are the duties of the release pipe? 

A. 25. Connects the application cylinder exhaust port 
of the distributing valve to the automatic brake valve, 
through the independent brake valve. 

Q. 26. What are the duties of the pipe that leads 
from the automatic brake valve up to the duplex air 
gauge representing main reservoir pressure? 

A. 26. To convey the air from the main reservoir 
up to the air gauge. 

Q. 27. What are the duties of the pipe that leads 
from the automatic brake valve up to the air gauge that 
represents equalizing pressure? 

A. 27. To convey the air pressure out of chamber 
D and the equalizing drum up to the air gauge. 

Q. 28. What are the duties of the pipe that leads 
from the brake pipe up to the small duplex air gauge? 

A. 28. To convey the air from the brake pipe up to 
the air gauge. 

Q. 29. What are the duties of the pipe that leads 
from the brake-cylinder up to the small duplex air 
gauge? 

A. 29. To convey the air from the brake-cylinder up 
to the air gauge representing brake-cylinder pressure. 

Q. 30. What does the red hand and the black hand 
on the large duplex air gauge represent? 

A. 30. Red hand main reservoir pressure; black 
hand chamber D and equalizing pressure. 

Q. 31. What does the red hand and the black hand 
on the small duplex air gauge represent? 

A. 31. Red hand brake-cylinder pressure; black hand 
brake-pipe pressure. 

Q. 32. What are the duties of the pipe that leads 
from the automatic brake valve down to the equalizing 
drum? 

A. 32. To convey the air from chamber D pressure 
and the equalizing pressure. 

Q. 33. What are the duties of the pipe that leads 
from the reducing valve to the train signal pipe? 

A. 33. To convey the air from the reducing valve to 
107 



the train signal pipe, to which the pipe receives its air 
to operate the train air signal. 

Q. 34. What are the duties of the back pressure 
valve that is located between the reducing valve and 
straight air pipe and signal train pipe? 

A. 34. So when the straight air brake is placed into 
operation the train signal pipe air cannot flow back 
into the application chamber pipe through the action 
of the straight air brake valve. 

Q. 85. What are the duties of the pipe that leads 
from the train signal pipe up to the signal valve ? 
A. 35. To convey the air to the signal valve. 
Q. 36. What are the uses of the pipe that leads from 
the signal valve up to the air whistle? 

A. 37. To convey the air to the signal whistle. 
Q. 38. What are the uses of the back pressure valve 
that is located between the brake-pipe and the main res- 
ervoir pipe leading to the distributing valve known as a 
dead engine feature combined air strainer and check 
valve ? 

A. 38. This dead engine feature is for the operation 
of the locomotive brakes when the air pump on a loco- 
motive in a train is inoperative from any cause. This 
figure shows the combined strainer check valve and 
choke. This device is not required at all times; a cut- 
out valve is provided. This cutout valve must be kept 
closed except under conditions just mentioned. The air 
for operating the brakes on such a locomotive must 
be supplied through the brake pipe from the locomotive 
operating the train brakes. 

Q. 39. In what position must the device be located 
between the brake pipe and main reservoir pipe? 

A. 39. When the cutout valve is open, air from the 
brake pipe enters at the connection leading the way 
the arrow points, passes through the curled hair strain- 
er, lifts the check valve held to its seat by a strong 
spring, passes through the choke bushing and out to the 
main reservoir, thus providing pressure for operating 
the brakes on locomotive and tender. It is a back 
pressure check valve and prevents the air from flowing 
back into the brake-pipe when brake-pipe pressure is 
reduced below main reservoir pressure. 

Q. 40. What is the main reservoir cutout cock used 
for and where is it located? 

A. 40. It is located on the pipe leading to the en- 
gineer's brake valve, and must be closed and vent the 
108 



air from the pipe when removing the feed valve, re- 
ducing valve, etc. Before this cutout cock is closed, the 
double heading valve should be closed and the brake 
valve handle placed in full release position ? This is to 
prevent the slide valve, feed valve and the rotary valve 
of the brake valve from allowing the valves to be lifted 
from their seats ? 

Q. 41. What is the double-headed cock used for and 
where is it located ? 

A. 41. It is located on the brake-pipe underneath of 
the automatic brake valve and is used for double head- 
ing. This cock must be closed on the brake-pipe of 
all locomotives except the one on the lead to which must 
have full charge of the train brakes, and the handle 
of all brake valves must be in running position. With 
the handle of the valves in this position, the leading man 
can have full control of the brakes on all locomotives 
as well as the train brakes, the engineer on the second 
engine can apply the brakes, also release them independ- 
ently of the train brakes when he so desires. 

Q. 42. What are the cutout cocks used for that are 
located on the brake-cylinder pipes? 

A. 42. Cutout cocks are placed in brake-cylinder 
pipes for cutting out the brake cylinders when necessary 
and in the engine truck and tender brake cylinders, cut 
out cocks are provided with a choke plug to prevent 
serious loss of main reservoir pressure, and the re- 
lease of the locomotive brakes during a stop in case of 
a bursted brake-cylinder hose. 



Q. 43. What benefit is derived from the centrifugal 
dirt collector? 

A. 43. The centrifug^al dirt collector is so constructed 
that due to the combined action of centrifugal force and 
gravity, all dirt and foreign matter is automatically 
eliminated from the air flowing through the collector, as 
when brakes are applied or released without reducing 
the area of the opening in any way. The efficiency of this 
method of keeping dirt out of the brake system is re- 
markable and the importance of this fact will be appre- 
ciated by those who are familiar with the troubles which 
result from the entrance of dirt, pipe scale, etc., into the 
brake system and especially the distributing valve. The 
design of the collector is such that the dirt and foreign 
matter eliminated falls into the bottom chamber, and 
by means of a plug may be removed at intervals with- 
out breaking pipe connections whatever. 



110 




THE SF-4 PUMP GOVI3RNOR 



Q. 44. How many types of governor heads are used 
in connection with the steam portions of governor at- 
tached to the E. T. equipment? 

A. 4. Two; the excess pressure head and the maxi- 
mum head. 

Q. 45. What is the benefit of the excess pressure 
head ? 

A. 45. It automatically takes care of the main reser- 
voir pressure, through the action of the feed valve 
pressure, and an excess pressure spring of 20 pounds. 

Q. 46. How does the action take place? 

A. 46. By the change of the feed valve or brake- 
pipe pressure. 

Ill 



Q. 47. Does the change of the brake valve handle 
affect the maximum head? 

A. 47. No. This head of the governor is connected 
direct to main reservoir pressure. 




H 6 Automatic brake valve. 

Q. 48. How many positions has the H 6 brake valve ? 

A. 48. There are six positions: 1. Full release; 
2. running position; 3. holding position; 4. lap position; 
5. service position; 6. emergency position. 

Q. 49. Explain the flow of air through the brake 
valve in full release position? 

A. 49. In release position there is a direct opening 
between the main reservoir brake-pipe and equalizing 
drum, to permit a rapid flow of air into the brake-pipe, 
so as to charge the brake system quickly, release and 
recharge the auxiliary reservoirs, but not to release 
locomotive or tender brakes if they are applied. 

Q. 50. Explain the flow of air through the brake 
valve into running position. 

A. 50. This is the proper position for the automatic 
brake valve handle, when the brakes are charged and 
ready for service, when the brakes are not being oper- 
ated, and to release the engine and tender brakes in this 
position there is a large opening for air to flow from 
the feed valve to brake-pipe ,this opening is sufficiently 
large enough to charge the brake-pipe as fast as the 
feed valve will supply it. But the pressure cannot ex- 
ceed that of the feed valve, also the equalizing reservoir 
charges uniformly with the brake-pipe, keeping the 
pressures on both sides of the equalizing piston equal, 
112 



main reservoir pressure is at all times above the rotary 
valve. It also passes to the lower portion of the excess 
pressure head of governor, the distributing valve release 
pipe is in connection with the atmosphere. 

Q. 51. Holding position? 

A. 51. This position derives its name ''holding" be- 
cause the locomotive and tender brakes remain applied 
while the train brakes are releasea and the auxiliary 
reservoirs are recharged to the feed valve pressure. 

Q. 52. What are the uses of lap position with the 
H 6 brake valve? 

A. 52, The position to which all ports are ^ closed 
and used to hold the brakes applied after a service ap- 
plication, until it is desired to make a further reduction 
in brake pipe pressure or release ther.i. 

Q. 53. What are the uses of the H 6 brake valve in 
service position? 

A. 53. Service position. This position gives a grad- 
ual reduction of brake-pipe pressure to cause a service 
application, the gradual reduction prevents quick action, 
the brake-pipe discharge is so gradually stopped so as 
to prevent the pressure at the head end of brake-pipe 
being built up by the air flowing from the rear, which 
in turn would release some of the head brakes. 

Q. 54. What are the uses of the emergency position ? 

A. 54. This position is used in case of danger or 
when the operator of the valve desires to make a prompt 
and heavy application of the brakes. It prevents the 
loss of main reservoir pressure and insures that the 
brakes remain applied in the event of a bursted hose, 
the use of a conductor's valve, or train parting. In this 
action of the brake valve and a sudden reduction of 
brake-pipe pressure causing the triple valves and dis- 
tributing valves to move to emergency position, giving 
the full braking powers in a short period of time. In 
this position, locomotive, tender and truck brakes the 
cylinder pressure is maintained against leakage. 



113 




S6 Independent Brake Valve. 

Q. 55. How many positions has the S6 independ- 
ent brake valve ? 

A. 55. There are five positions: 

1. Release position. 

2. Running position. 

3. Lap position. 

4. Slow application position. 

5. Quick application position. 

Q. 56. What are the uses of release position? 

A. 56. This position is used to release the pressure 
from the application cylinder when the automatic brake 
valve is not in running position. 

Q. 57. What are the uses of running position? 

A. 57. The position that the independent brakje- 
valve should be carried in at all times when the inde- 
pendent brake is not in use. This position of the brake- 
valve handle opens communication through the distrib- 
114 



uting valve release pipe between the application cylinder 
of the distributing valve and a port in the automatic 
brake-valve, so that the distributing valve can be re- 
leased by the latter. If the automatic brake-valve han- 
dle is in running position and the independent brakes 
are being operated, they can be released by simply 
returning the independent valve to running position, as 
the application cylinder pressure can then escape through 
the release pipe and automatic brake-valve. 

Q. 58. What are the uses of lap position with the 
independent brake- valve ? 

A. 58. This position is used to hold the independent 
brake applied, after the desired cylinder pressure is ob- 
tained, at which time all communication between operat- 
ing ports are closed. 

Q. 59, What is the benefit of slow application posi- 
tion? 

A. 59. To apply the independent brake lightly or 
gradually move the brake valve handle to the slow appli- 
cation position. This admits reducing valve air through 
the application cylinder pipe to the application cylinder 
of the distributing valve. 

Q. 60. How can quick application be obtained if so 
desired ? 

A. 60. To obtain quick application of the independ- 
ent brake move the handle of the independent valve to 
quick application position. This position provides a 
larger opening between the reducing valve pipe and ap- 
plication cylinder pipe than it did in slow application 
position, allowing the supply of air to flow more rapidly 
from the reducing valve pipe to the application cylinder 
of the distributing valve. 

Q. 61# What prevents the brake-cylinder pressure 
from exceeding 45 pounds? 

A. 61. The reducing valve being regulated at 45 
pounds, this is the maximum cylinder pressure that 
can be obtained with the use of straight air-brake valve. 

Q. 62. What is the benefit of the return spring on 
the independent brake- valve? 

A. 62. To automatically return the handle from re- 
lease to running position or from quick application posi- 
tion to slow application position. 

Q. 63. How will the engineer be warned if the 
spring breaks that controls return action from release 
position to running position? 

A. 63. As a warning in case of a broken spring air 
115 



is allowed to escape from the reducing valve pipe to 
the atmosphere. 

Q. 64. What will happen if the independent brake 
valve handle is left in full release position? 

A. 64. It would be impossible to operate the locomo- 
tive brake with the automatic brake valve. 




■v:R; 









A. 65. Explanation of the B. 6 feed valve furnished 
with the No. 6 equipment is an improved form of the 
slide-valve type. It differs from previous ones in charg- 
ing to the regulated pressure somewhat quicker and in 
maintaining pressure more accurately under the variable 
conditions of short and long trains, and of good and 
poor maintenance. Also gives high and low brake-pipe 
conrtrol. It is supplied with air directly from the main 
reservoir. It regulates the pressure in the feed valve 
pipe and in the brake-pipe when the handle of the auto- 
matic brake valve is in running position or holding posi- 
tion, these two pipes being connected through the brake 
valve. It is connected to a pipe bracket located in the 
piping between the main reservoir and the automatic 
brake valve and is interchangeable with previous types. 
Q. 66. What pressure of air escapes through the 
warning port? 

A. 66. Automatic brake valve in release position. 

The warning port is supplied from the feed valve pipe. 

This insures that the excess pressure governor head 

will register the brake-pipe pressure in release position 

116 



even though the feed valve is leaking slightly but not 
enough to do otherwise. 

Q. 67. What are the distinguished features of the 
feed valve? 

A. 67. The distinguished feature of this type of feed 
valve is the duplex adjusting arrangement by which it 
eliminates the necessity of two feed valves in high and 
low service. ^ The spring box has two rings encircled 
around it, which are split through the lugs and which 
can be secured in any position by the screw. The pin 
forming part of adjusting handle limits the movement 
of the handle to the distance between the stops 21 and 
22, and when testing the valve the stop 21 is located 
so that the compression of the spring will give desired 
high brake pressure and stop 22 so that the spring 
compression is enough less to give the low brake-pipe 
pressure. Thereafter, by simply turning handle 20 
until the pin strikes either one of these stops the 




C 6 REDUCING VALVE. 

117 



regulation of the feed valve is changed from one brake- 
pipe pressure to the other. 

Q. 68. At what pressure should the B 6 valve be set 
to close? 

A. 68. The feed valve should be set to give 110 
pounds brake-pipe pressure and 70 pounds brake-pipe 
pressure. 

Q. 69. What caution should be taken when placing 
on a feed valve? 

A. 69. When replacing the feed valve on its pipe 
bracket after removal, the gasket located between the 
feed valve and bracket should always be renewed so as 
to insure a tight joint. 

Q. 70. Where has the C 6 reducing valve been in 
use for the past few years? 

A. 70. The C 6 reducing valve is the well-known feed 
valve that has been used for many years in connection 
with the G 6 brake valve, but in this equipment is at- 
tached a pipe bracket. The only difference between 
the C 6 valve and the B 6 valve just described is in the 
adjustment, it being designed to reduce main reservoir 
pressure in a single fixed pressure, which in this equip- 
ment is always set to adjust 45 pounds. To adjust this 
valve remove cap-nut on the end of the spring box. This 
will expose the adjusting nut, by which the adjustment 
is made. It is called a reducing valve when used with 
the independent brake valve and air signal system 
simply to distinguish it from the feed valve supplying 
the automatic brake valve. 

Q. 71. When the signal valve is installed on a loco- 
motive with the E. tee equipment, where does it receive 
its air supply from ? 

A. 71. When the air signal system is installed it is 
connected to the reducing valve pipe, in which case the 
reducing valve takes the place of the signal reducing 
valve f oi-merly employed. In the branch pipe supplying 
the air signal system is a combined strainer check valve 
and choke fitting. The strainer prevents any dirt from 
reaching the check valve and choke fitting; the check 
valve prevents air from flowing back from the signal 
pipe when the independent brake is applied; the choke 
fitting prevents the reducing valve from raising the sig- 
nal-pipe pressure so quickly as to destroy the operation 
of the signal. 

118 



'•m^, 


•1 


Rffijiff 


^.^'SQL l^feal.' 




lll^pEiLJ'Hv^S^' 




p^'ESPI 


■'.■,■■■■■ 


^^ 



Q. 72. How is the air admitted to the pressure 
chamber of the distributing valve? 

A. 72. Precisely in the same manner as the triple 
valve charges the auxiliary reservoir, brake-pipe pres- 
sure enters the distributing valve at brake-pipe connec- 
tion, filling the chamber on the lower side of the piston, 
passes through the feed groove located in the chamber 
above the piston, thence to a port opening leading to 
the pressure chamber. This continues until the pres- 
sures equalize in the pressure chamber and brake-pipe. 

Q. 73. How is the distributing valve placed into 
action by the use of the automatic brake valve ? 

A. 73. The pressure chamber and the brake-pipe 
pressures are equal. A reduction in the brake-pipe 
pressure weakens the pressure in the lower side of the 
piston. This in return permits the air in the pressure 
chamber to be the greatest and moves the equalizing 
piston to the right, carrying with it the slide valve. The 
piston keeps on moving until the knob on the piston 
strikes the graduating sleeve, which closes the exhaust 
port leading from the application chamber to the dis- 
tributing valve release pipe, and the graduating valve 
119 



is moved to the right until it uncovers the service port, 
which leads to the application chamber and cylinder. 
This movement allows air from the pressure chamber 
to flow to application cylinder and chamber. This pres- 
sure forces the application piston and exhaust valve and 
application valve to position to apply brakes in an auto- 
matic service application. When the pressure in pres- 
sure chamber falls slightly below brake-pipe pressure 
equalizing piston moves back, carrying with it the 
graduating valve, without moving the slide valve, until 
the graduating valve closes off communication between 
the pressure chamber and application chamber. The 
valve is now moved to service lap position. 

Q. 74. How is the automatic brake released on the 
engine and tender? 

A. 74. As soon as the brake valve is placed in re- 
lease position the brake-pipe pressure is increased above 
the air located in the pressure chamber of the distribut- 
ing valve. This forces the equalizing piston to the left, 
amd the parts controlled by the piston, in this position 
the pressures from the application cylinder and cham- 
ber are free to pass through the openings leading to the 
independent brake valve to the automatic brake valve 
from there to the atmosphere as soon as the automatic 
brake valve handle is placed in running position. The 
escape of these pressures from the application cylinder 
. is reduced; the pressure on the opposite side of the pis- 
ton forces it to the left, carrying all valves attached in 
connection with it. This permits the air to escape from 
the brake cylinders to the atmosphere through the ports 
in the seat and slide valve. The brakes on the locomo- 
tive then releases. 

Q. 75. How is the automatic emergency application 
made with the H 6 brake valve ? 

A. 75. When there is a quick reduction made in the 
brake-pipe pressure the equalizing piston slide valve 
and graduating valve are moved to their full travel with 
sufficient force to permit the knob on the equalizing 
piston to compress the graduating spring, the piston 
striking the cylinder cap gasket. At this move the port 
to the application cylinder is wide open and the port to 
the application chamber is blanked off. The applica- 
tion cylinder being so small in proportion to the cham- 
ber, this allows the air from the pressure chamber to 
build up faster and higher than when the application 
chamber is in service. This, then, in return applies the 
1^0 



brakes much quicker and with a greater force than in 
full service position. 

Q. 76. Is there any other time when the application 
chamber and application cylinder are hot connected ? 

A. 76. No; only in emergency position. 

Q. 77. Why does the application cylinder pressure 
build up higher in the emergency position than when in 
service position with the H 6 valve? 

A. 77. When the automatic brake valve occupies the 
emergency position, main reservoir pressure feeds 
through the ports in the rotary valve and seat into the 
application pipe to the application cylinder. 

Q. 78. Does this increase the brake-cylinder pres- 
sure ? 

A. 78. If the brake-.pipe pressure is 70 pounds the 
brake-cylinder pressure will be about 65 pounds. 

Q. 79. How is the automatic brake released after an 
emergency application? 

A. 79. Release after an emergency application is 
brought about by the same action of the automatic 
brake valve as in full service position, but the effect on 
the distributing valve is somewhat different. When the 
equalizing piston and slide valve and graduating valve 
are moved to release position by the increased brake- 
pipe pressure and the pressure spring the application 
chamber is at zero. This is then connected to the ap- 
plication cylinder, the pressure in the application cylin- 
der flows back into the application chamber, until both 
pressures are equal to about 15 pounds pressure, and 
brake-cylinder pressure will be reduced in the same 
amount until brake valve handle is placed in running 
position. 

Q. 80. How is the increased pressure in the brake 
cylinder protected? 

A. 80. By a safety valve set for 68 pounds. 

Q. 81. Can the E. T. equipment be used in connec- 
tion with all style of car brakes? 

A. 81. Yes; it can be operated on high speed or 
local trains, fast freight or slow freight; also switching 
service without modifying its parts. 

Q. 82. Are there any special instructions given to 
operate the E. T. equipment? 

A. 82. The instructions for operating the E. T. 
equipment are practically the same as those used to 
operate the old combined automatic and straight air- 
brake. Therefore it is not necessary to change the 
121 



instructions to receive any better results. 

Q. 83. What positions should the H 6 and the inde- 
pendent brake valve handle occupy while pulling a train 
en route ? 

A. 83. The handles of both valves should occupy 
running position. 

Q. 84. How do you apply the brakes in service posi- 
tion? 

A. 84. To apply the brakes in service position move 
the handle of the automatic brake valve to service posi- 
tion. Make the required reduction off of the top of the 
equalizing piston and out of Chamber D and the equal- 
izing drum. Brake-pipe pressure will then follow on 
down to the decreased pressure equal to the pressure 
taken off of the top of the equalizing piston. Then 
move the handle of the valve to lap position. This is 
the position to hold the brake applied. 

Q. 85. How should you operate the brake valve to 
make a two-application stop with a passenger train of 
10 cars or less ? 

A. 85. Make the first application sufficiently heavy 
enough to bring the speed of the train down to 15 miles 
per hour at a proper distance before going to stop; 
then release and immediately return to running posi- 
tion for an instant. This will permit the brake-pipe and 
equalizing drum pressure to equalize and also to release 
part of the brake-cylinder pressure. Then move the 
handle of the valve to lap position, and from there to 
service position. To operate the valve in these posi- 
tions the time allotted should be governed according to 
the length of train, the number of cars and brake-pipe 
reduction. 

Q. 86. When should the final release on a train of 
10 cars or less in passenger service be? 

A. 86. Just before the train comes to a stop. 

Q. 87. How should the brakes be released on a 
train of more than 10 cars in passenger service ? 

A. 87. After the train comes to a stop place the 
automatic brake valve handle into full release position, 
then to running position to release engine and tender 
brakes. 

Q. 88. How should the brakes be released on a 
freight train? 

A. 88. With a long freight train and cars attached to 
the locomotive and tender, wait until the train stops. 

Q. 89. How should the brake be released on a freight 
122 



train of 25 cars, if speed is reduced to 15 miles per hour ? 

A. 89. With a train of 25 cars equipped with the K 
triple valves, the brake valve handle should be moved 
to release position and held there long enough to move 
as many triple valves to release position as possible 
without overcharging the brake-pipe on the head-end of 
the train; then returned to running position to release 
the engine and tender-brakes; also to complete the 
charging of the brake pipe and auxiliary reservoir a few 
minutes after the valve is moved to running position. 
Then return to full release for a second of time so as 
to release any brake in the train that may have crept 
on, and then back to running position. 

Q. 90. How to hold engine and tender brakes ap- 
plied? 

A. 90. When releasing train brakes, and it is de- 
sired to hold the engine and tender brakes applied, move 
the handle of the automatic brake valve from release 
position to holding position. When desired to release 
the engine and tender brakes immediately, move handle 
of automatic brake valve to running position. If you de- 
sire to graduate the brakes off, move the handle quickly 
from holding position to running position and back to 
holding position. The valve may be operated in this 
manner until the engine and tender-brakes are entirely 
released. 

Q. 91. In what position would you place the auto- 
matic brake valve handle if short-flagged or you desire 
to stop in a short space? 

A. 91. To apply the brakes in the emergency posi- 
tion the handle of the automatic brake valve should be 
moved to emergency position and left there until the 
train stops. 

Q. 92. For what is release position used? 

A. 92. Release position is used to release train brakes 
without the release of engine and tender-brakes, after 
all brakes in the train have been applied. 

Q. 93. What will happen if the brake valve is left 
in full release position too long? 

A. 93. If the brake valve handle is left in full re- 
lease position too long the brake-pipe pressure will 
equalize with main reservoir pressure. To avoid this 
there is a warning port to notify the engineer that the 
valve is in the wrong position. It must be returned to 
running or holding positions, just as the engineer de- 
sires. 

123 



Main reservoir pressure also will flow to the lower con- 
nection of the excess pressure head. 

Q. 94. What air pressure escapes through the warn- 
ing port? 

A. 94. Feed valve air pressure. 

Q. 95. Should the brake valve handle occupy run- 
ning position when attaching empty cars? 

A. 95. No; release position at all times. If the 
valve handle is left in running position the brake-pipe 
pressure will be reduced so rapidly that the pressure 
above the excess pressure head will not be supplied 
with air. Therefore, the main reservoir pressure will 
place the governor into action and the air pump will 
cease to operate until the main reservoir pressure hand 
on the gauge registers 20 pounds. Hold the handle of 
the valve in full release position until the feed valve 
pressure is within 20 pounds of what the feed valve is 
set for. 

Q. 96. When should release position be used while 
pulling train en route ? 

A. 96. Eelease position should always be used on 
heavy-descending grades so as to guarantee a recharge 
of the brake system quickly. In release position the 
excess pressure head will permit the brake-pipe pres- 
sure to maintain a constant pressure of 20 pounds above 
the feed valve regulations. 

Q. 97. How is the excess pressure head of the gov- 
ernor connected so as to control the speed of the air 
pump ? 

A. 97. The excess pressure head is so arranged to 
restrict the speed of the pump when the desired main 
reservoir pressure is obtained while pulling the train 
en route. The automatic brake valve occupying running 
position, little excess pressure is needed, only a sufficient 
amount to operate the feed valve automatically and cor- 
rectly. But main reservoir pressure is always in ad- 
vance of the brake-pipe pressure 20 pt)und&. But when 
the valve handle occupied lap position to hold the brakes 
applied, after there was a reduction in brake-pipe pres- 
sure, then the excess pressure head is out of service and 
the maximum head is in service. High main reservoir 
pressure is needed to release the brakes promptly and to 
insure a quick recharge of the brake system. After the 
automatic brake valve is placed in full release position 
with the action of the maximum governor in service, 
while the automatic brake valve was in lap position, the 
124 



maximum head permitted the pump to operate until the 
pressure in the main reservoir reached the pressure the 
maximum pressure the governor was set for. Through 
this action the pump was under control of the maxi- 
mum head. Again, when there is a change in the brake- 
pipe pressure, so is there a change in the main reser- 
voir pressure through the action of the excess pressure 
head. 

DOUBLE-HEADING. 

Q. 98. How can the engineer on the rear engine pro- 
tect his engine, tender and truck-brakes if so desired? 

A. 98. Both the automatic and independent brake 
valve handles must occupy running position. Then the 
brakes on all engines, tenders and trucks can be applied 
and released from the leading engine. In the case where 
a brake must be operated or released on any of the as- 
sisting engines, it can be done with the independent 
brake valve either in release or application positions. 

Q. 99. How can the engine, tender and truck-brakes 
be used independently of the train-brakes ? 

A. 99. Engine, tender and truck-brakes may be used 
with or without train-brakes if so desired, without re- 
gard to the position of the engine in the train. 

Q. 100. How much variation in pressure should there 
ho between the excess pressure head and the maximum 
head of the air-pump governor ? 

A. 100. There must always be a variation of not less 
than 20 pounds. If the excess pressure head is adjusted 
to control the pump at 90 pounds, the maximum 
head must be adjusted to controj the pump at 110 
pounds. This is to insure a prompt release of all brakes. 

Q. 101. How should the brakes be operated on a 
grade ? 

A. 101. The brakes on the engine and train may be 
operated together or alternated on special designated 
grades where conditions require it so as to prevent the 
overheating of tire. Care must be taken in use of 
driver-brakes to prevent overheating of tires. 

Q. 102. How can the engine and tender-brakes be 
released ? 

A. 102. If all the brakes in the train are applied the 
engineer can graduate the engine, tender and truck- 
brakes off, if so desired, with the independent brake 
valve, or he can release the brakes immediately by 
using the valve in full release position. 
125 



Q. 103. In what manner should long trains be oper- 
ated? 

A. 103. In operating long trains the independent 
brake valve should be operated with good judgment, 
running in slack or out, so as to prevent damage to 
draw-heads and the laden of freight. In cases where 
damage appears while using the independent brake 
valve apply the automatic brake immediately. The 
safety valve will protect the brake-cylinder pressure. 

Q. 104. What pressure does the black hand register 
on the large duplex air-gauge; also the red hand? 

A. 104. Black hand represents equalizing pressure; 
red hand main reservoir pressure. 

Q. 105. What pressure does the red hand on the 
small duplex gauge indicate ? 

A. 105. Brake-cylinder pressure, when the brake is 
applied. 

Q. 106. What pressure does the black hand on the 
small duplex gauge indicate? 

A. 106. Brake-pipe pressure at all times, and is very 
beneficial to all helper engines. When the double-head 
valve is closed it will indicate the pressure of air the 
leading engine has in the brake-pipe; also will show 
you the amount of air reduced in the brake-pipe when 
the automatic brake valve is placed into action, and 
when he releases the brake how fast brake-pipe pres- 
sure is built up. It will also tell you if the angle-cock 
5s closed anywhere ahead of the engine you are oper- 
ating* 

Q. 107. What benefit is the red hand on the gauge 
which represents brake-cylinder pressure? 

A. 107. It will tell you if the brake is creeping on 
while pulling the train en route. 

Q. 108. What position should the automatic brake 
valve occupy when you want to adjust the excess pres- 
sure head? 

A. 108. Eunning position at all times. 

Q. 109. When is the emergency action of the brake 
necessary ? 

A. 109. First, to save life, and, second, company's 
property. 

Q. 110. When moving the engine and tender at any 
time, or the engine is to remain standing, what posi- 
tion should the independent brake valve handle occupy? 

A. 110. Application position, to apply the brake, and, 
after engine and tender have come to a full stop, appli- 
126 



cation position at all times. 

Q. 111. What course should the engineer pursue in 
case an emergency brake with a passenger train, either 
by a bursted hose or a defective pipe ? 

A. 111. Passenger service, move handle of the auto- 
matic brake valve to full emergency position and leave 
ft there in that position until notified by the train crew. 

Q. 112. In freight service? 

A. 112. In freight service, move the handle of the 
automatic brake valve to lap position so as to protect 
main reservoir pressure. Leave it there until the train 
crew notifies you that they are ready to release brakes. 

Q. 113. What is the object of using the brake valve 
in the above manner ? 

A. 113. This prevents the loss of air from the main 
reservoir; a guaranteed full set brake after train is 
stopped, the cause of the application can be located and 
trouble remedied before proceeding. 

Q. 114. What are the instructions issued where two 
or more locomotives are attached together in a train ? 

A. 114. The instructions issued are the same as with 
those of the G 6 valve; all double-headed valves closed 
underneath of the brake valves except the one on the 
leading engine. This must remain open, as the engineer 
on the leading engine must take full charge of the train- 
brakes and engine's brakes. 

Q. 115. What is the engineer's duty before leaving 
the engine house? 

A. 115. See that both brake valves are in good work- 
ing condition; no leaks occur at the valves or the dis- 
tributing valves or pipes. If there are any, have same 
repaired at once. If this is done, then the engineer can 
rely on good brakes. 



127 




DEFECTS AND REMEDIES 



EQUIPMENT. 



Q. 1. What would you do if you broke the pipe off 
leading up to the air gauge representing equalizing 
pressure ? 

A. 1. Plug the pipe at pressure end, proceed, using 
the black hand on the small duplex air-gauge represent- 
ing brake-pipe pressure. 

Q. 2. What would you do if you broke the pipe off 
leading to the air-gauge that represents brake-pipe 
pressure ? 

128 



^ii*. 



! 



A. 2. Plug the pipe at pressure end, proceed, using 
the gauge-pipe pressure that represents the equalizing 
pressure. 

Q. 3. What would you do if you broke the pipe off 
leading to the air-gauge that represents main resei-voir 
pressure ? 

A. 3. Plug the pipe at pressure end, proceed, place 
the handle of brake valve in running position. You must 
receive main reservoir pressure before you can receive 
equalizing pressure and brake-pipe pressure. 

Q. 4. What would you do if you broke the pipe off 
leading to the air-gauge representing brake-cylinder 
pressure ? 

A. 4. Plug the pipe up, proceed, depending on safety 
valve to take care of brake-cylinder pressure. 

Q. 5. What would you do if you broke the pipe off 
leading from the brake valve down to the equalizing 
drum? 

A. 5. Plug the pipe at the brake valve; also brake- 
pipe exhaust; carry the brake valve handle in running 
position. To make a stop, use it in the emergency posi- 
tion with care. 

Q. 6. What would you do if you broke the tee off in 
the engineer's brake valve representing the equalizing 
pressure and equalizing drum pressure? 

A. 6. Plug the hole at the pressure end, carry brake 
valve handle in running position, let the hand that rep- 
resents brake-pipe pressure be the register, use valve in 
the emergency position with care when wanting to apply 
brakes, plug brake-pipe exhaust, at the same time plug- 
ging the tee connection. 

Q. 7. What would you do if you broke the brake- 
pipe off below the double-head valve, and you wanted to 
proceed ? 

A. 7. Close the double-headed cock off beneath the 
brake valve; also close the cutout cock to the driver and 
truck brake cylinders; couple the straight air-brake hose 
on the engine to the automatic hose on the tender; place 
the straight air-brake valve into application position; 
set the reducing valve up to register a pressure of 70 
pounds. To apply the brakes place the independent 
brake valve into full release position, graduating the 
train brakes on. To release them put it in full applica- 
tion position. If the choke at the cock at the rear of the 
engine interferes with making a reduction in the Brake- 
pipe remove it and place the hose on the pipe without 
129 



three-quartercock attached. xest the brakes before 
proceeding, leaving the brake-pipe pressure release out 
of the exhaust of the distributing valve and the applica- 
tion cylinder pressure release out of the straight air- 
brake valve to apply brakes. "I tested this out on a 
nine-car train." 

Q. 8. What would you do if you broke the brake- 
pipe off between the distributing valve and cutout cock ? 

A. 8. Close the cutout cock, proceed, using the inde- 
pendent air-brake. 

Q. 9. What would you do if you broke the pipe off 
between the brake-pipe and cutout cock? 

A. 9. Plug the pipe at pressure end, proceed, using 
the independent air-brake. 

Q. 10. What would you do if you broke the pipe off 
ahead of the tee connection leading to the distributing 
valve ? 

A. 10. Plug the pipe at pressure end, proceed, using 
the automatic brake and independent brake. 

Q. 11. What would you do if you broke the pipe off 
leading from the brake-pipe to the dead engine feature ? 

A. 11. If broken between brake-pipe and dead engine 
features, plug the pipe. If broken between the cutout 
cock and dead engine features close the cutout cock. If 
double-heading, this would prevent the use of engine 
and tender-brake, providing the air pump was disabled 
on that engine. 

Q. 12. What would you do if the pipe broke off be- 
tween the dead engine feature and the connection to the 
main reservoir pipe that supplies the main reservoir 
with air? 

A. 12. Close the cutout cock on the dead engine fea- 
tures, plug the pipe at the pressure end and proceed, 
using the automatic and independent brakes. 

Q. 13. What would you do if you broke the pipe be- 
tween the tee and cutout cock on pipe supplying dis- 
tributing valve with air? 

A. 13. Plug the pipe at pressure end, shut the cut- 
out cock, open the cock leading to the dead engine fea- 
tures, leaving the brake-pipe supply the air to the brake- 
cylinders when using the independent brake valve. 

Q. 14. What would you do if you had a train at- 
tached to the engine and tender? 

A. 14. First, set the engine and tender brakes with 
the independent brake valve, filling the brake-cylinder 
vnth air from the brake pipe, then use the automatic 
130 



brake valve to operate train brakes. The check valve 

will prevent the brake-pipe from receiving any air back 
that is located ahead of the back-pressure valve. 

Q. 15. What kind of a leak would it be if the cylin- 
der cover gasket was leaking ? 

A. 15. A cylinder leak or application leak. 

Q. 16. What kind of a leak would it be with the 
cylinder cap gasket leaking ? 

A. 16. Represents a brake-pipe leak. 

Q. 17. What kind of a leak would it be with the ap- 
plication valve cover leaking? 

A. 17. Main reservoir leak. 

Q. 18. What kind of a leak would it be with the 
upper cap nut leaking ? 

A. 18. Brake-cylinder leak. 

Q. 19. Lower cap nut leaking, what would it repre- 
sent- 

A. 19. Pressure chamber leaking. 

Q. 20. What kind of a leak would it be with the 
graduating spring nut leaking ? 

A. 20. A brake-pipe leak. 

Q. 21. What effect will a leak have on the application 
cylinder leather ? 

A. 21. When the leather is leaking on the applica- 
tion cylinder piston the air passes by the leather, de- 
stroys the action of the brake and, with a slight leak in 
the brake-cylinder pipes, the brake will leak off, when 
either brake valve is on lap position. 

Q. 22. W^hat will prevent the brake from applying 
on the engine and tender with the automatic brake 
valve ? 

A. 22. Equalizing pressure not charged up with 
brake-pipe pressure. When there is a reduction in the 
brake-pipe pressure, the pressure chamber not being 
charged up to the equal pressure, will not move the 
equalizing piston. 

Q. 23. If there is a burst hose between the engine 
and tender, or between the driver-brake and truck- 
brake, or the hose was leaking, will that affect the 
brake-cylinder on the opposite side of the leak ? 

A. 23. No; choke fittings of a special design will 
take care of application pressure which comes direct 
from the main reservoir. 

Q. 24. What pressure of air sets the brake either 
with the automatic brake valve or independent brake 
valve ? 

131 



A. 24. Main reservoir pressure. 

Q. 25. What pressure of air works the application 
piston ? 

A. 25. With the operation of the automatic brake 
valve. The air out of the pressure chamber. 

Q. 26. What pressure of air works the application 
piston when the independent brake valve is placed into 
operation ? 

A. 26. The reduced main reservoir pressure passing 
through the straight air-brake valve to the application 
pipe and cylinder, then to the application piston, gives 
the movement of the application piston and valve per- 
mitting main reservoir pressure to apply brakes. 

Q. 26. What would you do if the branch pipe lead- 
ing to the feed valve and reducing valve was to break? 

A. 26. Drive wooden plugs in both ends of the 
broken pipes. Through this action the independent 
brake valve, signal system, feed valve to the automatic 
brake valve are out of service. This does away with 
running position and holding position with the auto- 
matic brake valve. Also the excess pressure head of 
the governor is out of service. Place in a blank washer 
at the lower portion of the governor, allowing the maxi- 
mum head to control the pump, set the governor for 20 
pounds in advance of what the feed valve was regu- 
lated for, as the independent brake valve is now free 
from any air pressure on top of the rotary valve, it is 
impossible to hold the valve to its seat. Under these 
conditions automatic application of the brakes are impos- 
sible. To overcome this defect move the independent 
brake valve handle to slow application position before 
applying brakes and leave it in that position until you 
desire to make a release of brakes. When the auto- 
matic brake is to be released on the engine and tender 
return the independent brake valve handle to running 
position. Remember, the train brakes are released by 
carrying the automatic brake valve handle in release 
position. The brakes on the Locomotive can be released 
by moving the handle of the automatic brake valve to 
running position or the independent brake valve to re- 
lease position. 

Q. 27. What would you do if you broke the pipe 
leading to the feed valve, and the reducing valve and 
pipe work was O. K. ? 

A. 27. This break renders the feed valve useless. 
Plug the pipe at both ends, place the automatic brake 
132 



valve in full release position, set the maximum head 
of g-ovemor 20 pounds in advance of the feed valve 
pressure, place a blank washer in at the lower end of the 
excess pressure head, carry the automatic brake valve 
handle in full release position while pulling train en 
route, apply and release the engine, tender and train 
brakes just the same as if there was no defect to the 
feed valve. Release the engine and tender brakes with 
the independent brake valve in running or full release 
position, just as desired. 

Q. 28. What would you do if you broke the pipe off 
leading from the main reservoir up to the automatic 
brake valve, and it was broken between the tee connec- 
tion leading to the distributing valve and brake valve? 

A. 28. Plug the pipe at the pressure end; also put a 
blank washer in at the feed valve pipe next to the auto- 
matic brake valve; plug the application pipe next to the 
automatic brake valve; set the maximum pressure head 
of governor for 20 pounds advance of feed valve pres- 
sure, providing it is connected to main drum pressure 
direct, if not, control the speed of the pump with pump 
throttle. After the brake valve and governor is fixed 
50 as to give you the desired amount of air pressure, 
plug the distributing valve, release pipe next to the dis- 
tributing valve, apply the straight air-brake and set the 
reducing valve to 70 pounds pressure registered on the 
gauge. Release the brake by placing the straight air 
brake valve into full release position, then connect the 
straight air-hose on the engine to the automatic hose on 
the tender, shut the cutout cock to the driver and truck 
brake cylinders, carry the independent brake valve into 
application position. To charge the train-brakes to 
apply the brakes place the independent brake valve into 
full release position, graduating the application cylinder 
pressure out of the independent brake valve, and the 
brake-pipe pressure will be released out of the brake 
cylinder exhaust port at the distributing valve. Test 
brakes before proceeding. 

Q. 29. What would you do if you broke the pipe off 
between the reducing valve and the feed valve? 

A. 29. Plug the pipe at both ends. This does away 
with the straight air-brake signal system. But the 
automatic brake can be operated on engine, tender and 
train; the independent brake valve must be operated the 
same as Question 26. 

Q. 30. Where a pipe is broken beyond a feed valve 
133 



or reducing valve, what other course can be taken to 
save main reservoir pressure? 

A. 30. Run the adjusting nut back and relieve the 
pressure against the regulating valve. This will pre- 
vent the escape of main reservoir pressure. If there is 
an escape of air due to a defective valve, then plug the 
pipe. 

Q. 31. What other way can the automatic brake be 
operated on the engine, tender and truck? 

A. 31. If the pipe is broken beyond the reducing 
valve so no air can be supplied to the straight air-brake 
valve, plug the broken pipe at the independent brake 
valve; also plug the exhaust port at the bottom of this 
valve. The automatic brake can then be operated on 
the engine, tender and truck brakes by placing the 
independent brake valve in running position? 

Q. 32. What would you do if you broke the brake- 
pipe off ahead of the tee connection leading to the dis- 
tributing valve ? 

A. 32. If the brake-pipe is broken at any point ahead 
of the tee connection leading over to the distributing 
valve plug the pipe and proceed. This will not affect 
the action of the distributing valve. 

Q. 33. What would you do if you broke the brake- 
pipe off at the rear of the tee connection leading over 
to the distributing valve ? 

A. 33. Plug the pipe; also drain the air out of the 
equalizing chamber. The automatic brake on the engine 
and tender is useless, but the independent brake can be 
applied and released with the independent brake valve. 

Q. 34. What would you do if you broke the brake- 
cylinder pipe off leading from the distributing valve to 
brake-cylinders ? 

A. 34. This renders both brakes useless, and the cut- 
out cock on the main reservoir supply pipe to the dis- 
tributing valve must be closed; also close the cutout 
cock on the branch pipe leading to the distributing valve 
from the brake-pipe, open the drain-cock on pressure 
chamber. 

Q. 35. What would you do if the application cylinder 
pipe broke off next to the distributing valve ? 

A. 35. Plug the pipe at the distributing valve. The 
independent brake cannot be applied, but the automatic 
brake can be operated with the automatic brake valve. 

Q. 36. What would you do if the application cylinder 
pipe broke* off between the automatic brake valve and 
134 



the tee to the independent brake? 

A. 36. The independent brake can be applied and re- 
leased in the usual^way, but the emergency maintaining 
features are lost. 

Q. 37. What would you do if the pipe was broken 
off between the tee and the independent brake valve ? 

A. 37. The locomotive brake cannot be operated by 
the independent brake valve, but the emergency fea- 
tures are retained. 

Q. 38. What would you do if the release pipe of the 
distributing valve was to break next to the distributing 
valve ? 

A. 38. Plug the pipe next to the distributing valve. 
The locomotive brake can be held applied as above, but 
to release them the independent brake valve handle must 
be placed in full release position. 

Q. 39. What would you do if the release pipe broke 
off between the independent and the automatic brake 
valve ? 

A. 39. The locomotive brakes can be applied while 
the train brakes are being released and recharged; 
place the independent brake valve to lap position to hold 
the engine and tender brake applied, and to release them 
place the independent brake valve handle in running 
position. 

Q. 40. Is there any other remedy for a broken re- 
lease pipe between the independent brake valve and 
automatic brake valve? 

A. 40. Yes; plug the broken release pipe on the dis- 
tributing valve side. The engine and tender brakes can 
be released by placing the independent braka valve in 
full release position. 



135 




The above photograph represents the first number of 
soldiers undergoing the training in the air-brake instruc- 
tion car in reference to the machinery questions and 
answers. While the first class was being instructed on 
the air-brake subject, the second class had the machin- 
ery training. 

U. S. A. 

This photograph represents one of the locomotives 
that was built for General Pershing's railroad in France. 
The number is 416, U. S. A., and was used while training 
the old experienced firemen to be promoted to engineers 
for overseas duty either in France or Siberia, and also 
to be used as engineers in America when they return if 
so desired. The writer of this book was their manager 
and trainer, and he will guarantee they can take an 
examination on any railroad in this country or a foreign 
country for the above positions. 
136 




CAMP COPPEE. 
ARMY CAMP OPENS AT LEHIGH UNIVERSITY TO 
TRAIN ENLISTED AND DRAFTED MEN FOR 
GENERAL PERSHING FOR OVERSEAS 
DUTY IN FRANCE. 
During the winter there came a call from General 
Pershing for specially trained men to act as locomotive 
engineers and firemen. To help fill this need it was 
decided to open army vocational schools at all approved 
technical colleges, so the trustees and faculty by unani- 
mous action placed at the disposal of the War Depart- 
ment our teaching force and equipment, so, naturally, 
the Lehigh College was chosen as the site of one of these 
schools. Dr. Drinker and Dr. Emery worked hard, with 
the aid of the faculty and the entire staff of the Uni- 
versity, in preparing for this camp. The courses were 
so arranged that an appeal was made to the officials 
of the Philadelphia & Reading Railroad to assist in 
this patriotic training and was secured. Mr. Charles 
H. Ewing, the Federal Manager, placed at Bethlehem 
the Air-Brake Instruction Car Engine 416, U. S. A., and 
also a camp, for the disposal of the college. This camp 
was directly under the management of Mr. A. W. Deal, 
Br., the well-known railroad expert and demonstrator, 
137 



who gave the soldiers their instruction and examination; 
also the practical handling of locomotives in railroad 
service, both in firing and engineerii.xg. 

Lieutenant Colonel Granville Clarke, the gentleman 
who is at the head of the Education Board at Washing- 
ton, D. C, made an unexpected call on the Air-Brake 
Instruction Car located at South Bethlehem, Pennsylva- 
nia, on Sunday, June 23, 1918, about 8.30 P. M. In 
company with the Lieutenant Colonel there were a num- 
ber of gentlemen who desired to have a class held in 
the Air-Brake Instruction Car, the same that was given 
to the soldiers. To make a thorough inspection of the 
training this was done. After the trainer was through 
with the class of instructions, the Lieutenant Colonel 
congratulated the man in charge; also complimented the 
work and the manner in which it was performed; also the 
Air-Brake Instruction Car for the way it was equipped 
for the work. He also informed Mr. Deal that he would 
hear from him in the near future. You will notice on 
the advanced page just how enthused he was with the 
work and the car. The letter of congratulation for- 
warded to the trainer proved so, when such great inter- 
est was taken in the work to have the signature of the 
Secretary of War attached to the letter. 

GRADUATION OF THE FIRST CLASS OF SOLDIER 

BOYS WHO WERE PROMOTED TO ENGINEERS 

FOR OVERSEAS DUTY IN FRANCE, JUNE 

23, 1918, 6.30 P. M., DROWN'S HALL. 

Shortly after the Lieutenant Colonel was through 
making his inspection at the Air-Brake Instruction Car 
he made a proposition to the President of the college. 
Dr. Henry S. Drinker, that they graduate the first class 
of engineers at Drown Hall at 6.30 P. M. The President 
of the college agreed to this, and the graduating exer- 
cises proceeded at the above time. All soldier boys con- 
nected with the college were present, representing five 
hundred. The President of the college made the open- 
ing address, which was quite patriotic, and also bestowed 
the honors upon the engineers of Camp P. & R. by pre- 
senting to them their certificates of promotion acknowl- 
edging that they were now full-fledged engineers and 
capable of operating locomotives either in the United 
States or abroad. As soon as he was through the exer- 
cises with the first fifteen engineers, which photograph 
138 



appears in this book, he opened the exercises for the 
next number of sixty, which photograph appears, 
grouped around the U. S. A. Locomotive 416. After the 
President of the college was through with the presenta- 
tion of the certificates to the soldier boys, the Lieuten- 
ant Colonel was introduced and passed a few remarks 
to the boys, congratulating them in reference to the 
wonderful opportunity presented to them by the Gov- 
ernment; also the opportunity the officials of the Phila- 
delphia & Reading Railroad Company had presented 
to them and the college. He thanked the manager in 
charge of the car and the interest he had taken in the 
boys, as well as the interest in the Government. After 
the Lieutenant Colonel had finished his address Captain 
Chenning, Jr., in charge of Camp Coppee, spoke a few 
words to the boys, but acknowledged that he believed 
the boys would be much more pleased to hear from their 
manager, Mr. Deal. The manager was introduced, who 
made a short address in their behalf. He said he felt 
highly honored to know that the opportunity presented 
itself to be at a graduation of this kind to take place 
between a railroad and college, and at no time in his 
railroad experience had the opportunity ever presented 
itself before. He thanked the soldiers one and all for 
the attention given during these class hours and the 
great strain they were under while taking this train- 
ing. But at last the battle is won and today the debt is 
paid by the college President presenting to you your 
certificates of honor as a full-fledged engineer. The 
speaker also stated that he hoped that God would be 
with them in the trials of life, making them successful 
in all their undertakings, be a credit to the Government 
and the company they once represented, and also their 
families whom they would leave behind. And again, 
*'May God give you a speedy journey and a safe one. 
May you soon arrive on the other side, where your 
services are so much needed, and when the great war 
is over you will all return as well and hearty as you 
are at the present. As I am about through, I thank 
you one and all for your kind attention." 
JULY 10, 1918. 
The second class, representing 114 soldier boys, to 
undergo the training that the first class had, arrived at 
Camp P. & R. on the above date. On the morning of 
July 10, 1918, the second class of soldiers that was 
eligible to a promotion arrived at Camp P. & R., at 
139 



South Bethlehem, to undergo the training that the previ- 
ous class of soldiers had, presenting to them all the 
examination questions necessary to promote them to 
engineers. After they all passed a satisfactory exami- 
nation they were graduated at Camp P. & R. September 
10 and ready to be presented to the Government as 
full-fledged engineers, either for overseas duty in France 
or to remain in America. As a truthful statement and 
a credit to all boys whose photograph appears in this 
group, there is a large percentage of them old experi- 
enced firemen, representing the number of years in serv- 
ice averaging all the way from 18 months up to 10 
years of a practical experience as a fireman, and it is 
well understood they are all eligible for promotion to 
engineers. The number of boys represented in this 
photograph is a total of 90, and they represent forty- 
four different railroads in America. 



140 





Arriving at this Camp P. & R. on the above date, 
July 10, 1918, there was a young- lieutenant by the 
name of William Witt Haggard. He was only here 
for a short time when the manager in charge recog- 
nized the young man's ability, noticing he was far 
superior to the ordinary intelligent man. Like all 
other railroad men in a position as an instructor, he 
considered it his duty to endeavor to train him 
for a position of responsibility, as his past record 
141 



^ 



presented proved he kad previously been employed 
by the Atchison, Topeka & Santa Fe Railroad. So he 
was trained either to fill the position of road foreman 
or master mechanic. 




Mr. Deal congratulating Lieutenant Haggard, ac- 
knowledging the receipt of his ability to be trained 
either to fill the position of a road foreman of engines 
or a master mechanic. 

Mr. Deal had a talk with the lieutenant before he 
left Camp P. & R., giving him good advice in reference 
to taking charge of locomotives and men. "If the good 
luck comes your way, so you are placed in charge of a 
body of men, alv/ays remember the men are human, 
just the same as you are, and must be givv^n considera- 
tion. Be fair and just to all; never make bone out of 
one and flesh out of the other; remember they are all 
equal. And if you follow the motto of justice, so will 
you find them always ready to assist you. Never have 
142 



favorites, because they are your enemies in the future. 
They always look for something they should not have. 
They are always ready to receive a good locomotive on 
a poor train, and you know it does not belong there, and 
the man who should receive the good locomotive re- 
ceives the poor one. How can you expect good results 
from that kind of management?' 

"Always place your locomotives to the best advan- 
tage, where they belong, ana not for favoritism. A 
large locomotive on a heavy train and a light one on the 
light train. Then results will follow as well as suc- 
cess. Never ask a man to do what you cannot do; 
never go to a district where men are raised and have 
railroaded for years and endeavor to show them what 
to do, or they may show you what you cannot do ; never 
chastise men before the public or before other em- 
ployees. Remember you have an office for that work, 
and if all men in positions of responsibility would deal 
square with men and give them justice the railroads 
today would be far better off, men would work with a 
will-power; but when you yourself disgust them your 
power is lost and your resignation to the company would 
be far better to them than to retain you in a position 
where you are disliked, for once respect of man is 
lost so is the energy lost to all, and it is only a period 
of time when you are lost." 

Bethlehem, Oct. 1, 1918. 
Mr. George Deguire, 

General Supervisor of Equipment, 
U. S. Railroad Administration. 

Dear Sir: For the information of the readers of 
this catechism., on this date Mr. George Deguire re- 
ceived orders direct from Mr. William G. McAdoo, Di- 
rector General of Railroads, to call on Mr. Deal, Sr., 
at South Bethlehem, and receive a full written state- 
ment from him as to just how the men were trained 
and what class of men were being trained to be pro- 
moted to engineers for overseas duty. The trainer of 
these men was very well pleased indeed to have the 
opportunity of explaining just how the work was done, 
and, furthermore, to present to Mr. Deguire a sample 
copy of all certificates, that were presented to the engi- 
neers and firemen wh'en they had finished their course 
of training and were graduated to engineers and fire- 
men. 

143 



Also a letter explaining" just how the work was car- 
ried on while the men were undergoing the training, 
and the difference in the ability of men presented at 
the different classes. 

Philadelphia, Oct. 2, 1918. 
Mr. Deguire. 

Dear Sir: For your information, last P. M. while in 
conversation in your office you spoke about the stu- 
dents at the last classes held at Camp P. & R. and that 
so many of them were eligible for promotion to engi- 
neers. That is easily explained. They were picked 
men from all over the United States, who had been 
located in camps for a period of time; some from Mex- 
ico, California and the South. They were all uniformed 
and all of them had been employed on different rail- 
roads in the position as firemen, average time of firing 
from 18 months up to 10 years, and that was practical 
experience, which made them eligible for promotion. 

Very sorry to say the last number of men received 
at Camp P. & R. were men forwarded direct from local 
boards and all without railroad experience, and they 
were very much surprised when I informed them that 
they would be educated for firemen but none of them 
for engineers. Of course, this was a great disappoint- 
ment to them, as these local boards who forwarded 
them to the Lehigh University told them they were 
going there to be trained as locomotive engineers. We, 
as railroad men, understand that firemen in the United 
States do not need any training; the only training that 
is necessary is to be placed on a locomotive, go out on 
the railroad and learn to fire. After they have had five 
or six days' experience with a practical man then they 
are turned in to the road foreman's office and his name 
is then placed on the crew board ready for service. 
Now, it is his duty when called to take out a locomotive 
to show his ability and just what he can do. Some men 
have a gift to a firebox, while others never have, and 
those are the men who never make railroad men. 

I suggested to the president of the college, Dr. Henry 
S. Drinker, that if he could and would make arrange- 
ments with the Educational Board at Washington, D. 
C, it would please me if the opportunity would present 
itself so I, the manager and trainer of these soldier 
boys, could go to the different camps where these men 
Were located and pick out the thoroughbred and practical 
144 



railroad man for this work. If that would be granted, 
I know there would be many men picked out who would 
not need training. If this could not be done, it would be 
impossible for me to train men for France or Siberia 
who never have had any practical railroad experience. 
So you can depend on this: men to be trained must be 
railroad men or none. No man will be promoted by me 
unless he has had experience on a railroad. My de- 
termination and ability will not permit me to do other- 
wise, and if I did I know that I would not be doing jus- 
tice either to the Government, the railroads or the broth- 
erhoods or myself. To place a man on a locomotive to 
take charge of it without having had any practical ex- 
perience would be a crime. That would be just the same 
as if you were going to place a gun-pointer at a gun 
and he had never seen one. 

Yours truly, 

ALONZO W. DEAL, SR., 
Manager and Trainer Railroad Men, Camp P. & R. 

WAR DEPARTMENT COMMITTEE ON EDUCATION 
AND SPECIAL TRAINING. 

Mr. Charles H. Ewing, Federal Manager Philadelphia 
& Reading Railroad Company, Reading Terminal, Phila- 
delphia. 

Committee — Col. Robt. I. Reese, General Staff Corps; 
Colonel John H. Wigmore, Provost Marshal Gen- 
eral's Department; Major Granville Clarke, Adjutant 
General's Department; William H. Lough, Executive 
Secretary; C. R. Dooley, Educational Director. 

Advisory Board Representing Educational Interests — 
James R^. Angell, Samuel P. Capin, J. W. Dietz, Hugh 
Trayne, Charles R. Mann, Herman Schneider. 

Dear Sir: The War Department Committee on Edu- 
cation and Special Training beg to express to you, 
through President Drinker, their renewed and very hearty 
thanks for any appreciation of the aid that the Phila- 
delphia & Reading Railroad Company has rendered in 
the matter of training locomotive engineers for war 
service in France. I beg by this letter to supplement 
the acknowledgment we have already made to your com- 
pany for this service. 

It is being wonderfully well performed through your 
Mr. Deal. He has unusual capacity for teaching and 
for interesting men in the work. It was very evident 
145 



in the classes that Major Clark attended in his recent 
visit of inspection to the University that Mr. Deal had a 
good grip on his men and was turning out excellent 
material. 

May I also express to you personally for our commit- 
tee an appreciation of your own efforts in forwarding 
this work. 

With hearty thanks of the committee I am 
Very respectfully yours, 
(Signed) GRANVILLE CLARKE, 

Major, U. S. A., Secretary. 
I cordially indorse the above. 

(Signed) NEWTON D. BAKER, 

Secretary of War. 

AIR PUMP GOVERNOR. 
DEFECTS AND REMEDIES. 

Q. 1. What would you do if you broke the pipe off 
leading from the main reservoir up to the single dia- 
phragm portion of governor? 

A. 1. Plug the pipe at pressure end, then proceed 
and control the movement of the air pump with the 
pump throttle. 

Q. 2. What would you do if you broke the pipe off 
leading to the high and standard diaphragm portion of 
governor.? 

A. 2. Plug the pipe at pressure end and then pro- 
ceed; control the movement of the air pump with the 
pump throttle. 

Q. 3. What would you do if you broke the pipe off 
leading to the standard diaphragm portion of the duplex 
governor controlUng the standard and high-speed main 
reservoir pressure? 

A. 3. Close the cutout cock on the pipe leading to the 
diaphragm portion of the stand governor and proceed, 
letting the high-speed governor control the pump. 

Q. 4. What would you do if you broke the pipe off 
between the tee connection and the cutout cock leading 
to the diaphragm portion of the standard governor? 

A. 4. Plug the pipe at pressure end and proceed, 
letting the high-speed governor control the pump. 

Q. 5. What would you do if you broke the pipe off 
leading to the diaphragm portion of the high-speed 
governor ? 

A. 5. Plug the pipe leading to the diaphragm portion 
of the high-speed governor at pressure end and proceed, 
146 



letting the diaphragm portion of the standard governor 
control the pump. 

Q. 6. What would you do in case you were using a 
high-speed brake? 

A. 6. Take the cap-nut off of diaphragm portion of 
the standard governor; screw down on the regulating 
nut until main resei-voir pressure registered 130 pounds 
on the air-gauge. 

Q. 7. What would you do if you broke the pipe off 
leading to the diaphragm portion of the standard gov- 
ernor when you were using a duplex governor control- 
ling the high main reservoir pressure control and the 
standard pressure? 

A. 7. Plug the pipe at pressure end and proceed; 
control the movement of the pump with the high main 
reservoir pressure control. 

Q. 8. What would you do if you broke the pipe off 
leading to the diaphragm portion of governor of high 
main reservoir pressure control? 

A. 8. Plug the pipe at pressure end leading to the 
diaphragm portion of high main reservoir pressure 
control and proceed; control the movement of the air 
pump with the standard diaphragm portion, either in 
full release or running position; but when the brake 
valve handle is moved to lap service or emergency posi- 
tion control the air pump with the pump throttle. 

Q. 9. How many kinds of diaphragm portions are 
used on a duplex governor? 

A. 9. There are two — the maximum head and the 
excess pressure head. In cases where the excess pres- 
sure head is used in connection with a duplex governor 
the standard pressure is operated from the excess pres- 
sure head. 

Q. 10. What extra attachments are used on a high- 
speed brake and the standard brakes on some railroads? 

A. 10. Some railroads . adopt the above attachments 
and are ready for a change in main reservoir pressure 
and brake-pipe pressure immediately. Two diaphragm 
portions of governor to be used with a Siamese connec- 
tion, reversing cock, two feed valves, feed valve pipe 
bracket and pipe connections, high-speed reducing 
valves, pop valves or safety valves. 

Q. 11. Is there any other place where two complete 
diaphragm portions are used ? 

A. 11. There is; on the high main pressure control 
and the standard pressure. 

147 



Q. 12. How many different pressures of air are used 
on this railroad ? 

A. 12. There are three different pressures, 1. High 
speed pressure. 2. High main reservoir pressure con- 
trol. 3. Standard pressure. 

Q. 13. What are the two diaphragm portions used 
on one steam portion of governor called ? 

A. 13. A duplex governor. 

Q. 14. What is the object of a duplex governor? 

A. 14. Two have two pressures of air and ready for 
a change in pump service from one pressure to the other 
without the necessity of readjusting diaphragm por- 
tions. 

Q. 15. When there are two diaphragm portions at- 
tached to one steam connection of^govemor by the use 
of a Siamese connection, a high and standard pressure 
one set for 130 pounds main reservoir pressure and the 
other set for 90 pounds, how can I change the air pres- 
sures immediately? 

A. 15. By closing the cutout cock leading to the dia- 
phragm portion of the standard governor. That will 
allow the high-speed diaphragm portion of governor to 
go into operation, and when the cutout cock is open that 
will allow the diaphragm portion of the standard gov- 
ernor to go into operation. 

Q. 16. Where are the two diaphragm portions of a 
high and standard pressure connected? 

A. 16. Direct to main reservoir pressure. 

Q. 17. Where there are two diaphragm portions at- 
tached to one steam connection of governor by the use 
of a Siamese connection on a high main reservoir pres- 
sure control and a standard main reservoir pressure, 
how can I change the main reservoir pressures imme- 
diately ? 

A. 17. By placing the brake handle to lap position. 

Q. 18. Where are the two diaphragm portions of a 
high main resei-voir pressure control and a standard 
main reservoir pressure connected? 

A. 18. High main reservoir pressure control is con- 
nected direct to main reservoir pressure, and the stand- 
ard main reservoir pressure is connected to a feed port 
leading through the rotary valve and seat to the feed 
valve attachment in running position known as main 
reservoir air pressure. 

Q. 19. What is the air pump governor called ? 

A. 19. An automatic throttle. 
148 



Q. 20. Where there are two diaphragm portions at- 
tached to one steam connection of governor by the use 
of a Siamese connection for a high main reservoir pres- 
sure control and the standard main resei^oir, how can 
the two diaphragm portions operate the steam portion 
of governor independently? 

A. 20. The diaphragm portion of the standard gov- 
ernor is connected to the feed port leading through the 
rotary valve seat to the feed valve. When the handle 
of the brake valve is moved to lap position then the 
feed port is closed off and the diaphragm portion of the 
standard governor is out of service and the diaphragm 
portion of the high main reservoir pressure control 
comes into service. The high main reservoir pressure 
control is in communication with main reservoir pres- 
sure at all times, independent of the movement of the 
brake valve handle. After the brake valve handle is 
moved to running position, then the standard diaphragm 
portion comes into service. 

Q. 21. How is the excess pressure head of the duplex 
governor connected? 

A. 21. The pipe leading from the brake-pipe to the 
excess pressure head is connected to the upper portion 
and the pipe leading to the lower portion of the excess 
pressure head is connected to main reservoir pressure. 
This main reservoir pipe is connected to feed port lead- 
ing through the rotary valve and seat to the feed valve, 
so when the brake valve is in running position the ex- 
cess pressure head is in operation. But when the brake 
valve handle is moved to lap position then this feed 
port opening is closed off and the excess pressure head 
is cut out of service, the diaphragm portion of the high 
main reservoir pressure control comes into operation, 
controlling the movement of the air pump on lap service 
or emergency positions, as the high main reservoir pres- 
sure control is connected direct to main reservoir pres- 
sure. 

Q. 22. What would you do if you broke the pipe off 
leading to the upper portion of the excess pressure 
head? 

A. 22. Plug the pipe at pressure end, also put a 
blank washer in at the lower portion of the excess pres- 
sure head, and then control the air pump with high main 
reservoir pressure control; place the brake valve in 
running position and proceed. 

Q. 23. What would you do if you broke the pipe off 
149 



leading to the lower portion of the excess pressure 
head? 

A. 23. Plug" the pipe at pressure end, leaving the 
high main reservoir pressure control the pump, place 
the handle of the brake valve in running position and 
proceed. 

Q. 24. What would you do if you broke the pipe off 
leading from the main reservoir pressure up to the 
diaphragm portion of the maximum head which con- 
trols high main reservoir pressure? 

A. 24. Plug the pipe at pressure end, carry the brake 
valve handle in running position, letting the excess pres- 
sure head control the movement of the air pump; but 
when the handle of the brake valve is moved to lap, 
service or emergency positions control the movement of 
the pump with the pump throttle. 

Q. 25. What would you do with the brake valve han- 
dle in running position where the excess pressure head 
is used with a duplex governor, your air pump would 
ease off in speed and the pressure registered on the 
air-gauge would show 25 pounds. 

A. 25. Disconnect the pipe at the upper portion of 
the excess pressure head and see if the pipe is not 
gummed up or full of dirt. If so, put a blank washer 
in at the lower portion of the excess pressure head, 
place the brake valve handle in running position and 
proceed, letting the high main reservoir pressure con- 
trol the pump. 

Q. 26. What would you do if the diaphragm portion 
of a single governor or the Siamese connection was to 
break off where it screws into the steam portion of 
governor ? 

A. 26. Take a piece of cord or bell rope and make 
the connection fast to the pump and proceed, controlling 
the movement of the pump with the pump throttle. 

Q. 27. What would you do if you broke the standard 
diaphragm portion of governor off where it screws into 
Siamese connection on the high main reservoir pressure 
and the standard pressure? 

A. 27. First, plug the hole at the Siamese connec- 
tion where it is broken, then close the cutout cock lead- 
ing to the standard portion of governor and proceed, 
letting the high-speed governor control the pump* 

Q. 28. What would you do if you broke the dia- 
phragm portion of the high main reservoir pressure off 
where it screws into the Siamese connection on the high 
150 



main reservoir pressure and the standard pressure? 

A. 28. First, plug the hole at the Siamese connec- 
tion where it is broken; do not interfere with the high 
main reservoir pressure governor; leave the pump to be 
controlled by the standard governor, unless you were 
using a high-speed brake; then set the diaphragm por- 
tion of governor for 125 pounds pressure, and under 
these conditions you will find no blow at the broken con- 
nection of the high-speed diaphragm portion of the 
governor, as this is set for 130 pounds. 

Q. 29. What would you do if you broke the dia- 
phragm portion of the standard governor off at the 
Siamese connection on the high main reservoir pressure 
control ? 

A. 29. First, plug the hole at the Siamese connection 
where it is broken, then take the cap nut off of the 
standard governor, screw down on the regulating nut 
above the pressure that carried on the high main res- 
enroir pressure control. That will prevent a blow of air 
out of the diaphragm portion of the standard governor. 
Place the brake valve handle in running position and 
proceed. 

Q. 30. What would you do if you broke the dia- 
phragm portion of governor off at the Siamese connec- 
tion that is connected to high main reservoir pressure 
control. 

A. 30. First, plug the hole at the Siamese connection 
where it is broken, place the brake valve handle in run- 
ning position and proceed, leaving the diaphragm por- 
tion of the standard governor to control the pump. But 
when the brake valve handle ^s moved to lap, service 
or emergency positions control the pump with the pump 
throttle. 

Q. 31. What would you do if you broke the excess 
pressure head off at the Siamese connection where it is 
used on the standard and high main reservoir pressure 
control ? 

A. 31. First, plug the hole at the Siamese connec- 
tion, place the brake valve handle on lap position, dis- 
connect the brass union sleeve at the lower portion of 
the excess pressure head, put in a blank washer, place 
the nut and sleeve on again and tighten it up, place your 
brake valve handle in running position and proceed, 
leaving the diaphragm portion of the high main reser- 
voir pressure to control the pump. 

Q. 32. What would you do if you found the governor 
151 



at any time would not ease the pump down, due to a 
dirty governor or a plugged pipe or a pipe frozen lead- 
ing from the main reservoir up to the diaphragm por- 
tion of governor? 

A. 32. Proceed to control the pump with the pump 
throttle. 

Q. 33. What would you do if the air gauge register- 
ed more than the standard pressure for which the gov- 
ernor was set? 

A. 33. If the governor was in working order and the 
gauge was correct, it would be proper to reset the gov- 
ernor. How can you tell if the gauge is correct? Place 
the brake valve handle in full release position; if both 
hands on the gauge equalize then you know the gauge 
is correct. 

Q. 34. What would you do if you looked up at the 
air-gauge and found the main reservoir pressure in- 
creasing and the pump governor did not control the 
pump? 

A. 34. First, look at the vent-hole in the governor, 
and, if the air is flowing freely, that indicates the trou- 
ble is in the steam end and the air end is all right. 

Q. 35. What would you look for if the trouble was 
experienced on a cold day? 

A. 35. The drain or waste pipe or the governor is 
frozen up, or a blind gasket in the pipe, or the pipe 
clogged with dirt or gum or otherwise closed would 
cause it. 

Q. 36. Is that the only defect that would cause the 
same trouble? 

A. 36. No; the pin valve located beneath the dia- 
phragm may be too long or its port clogged with dirt or 
gum so as not to allow the air pressure to enter on the 
piston. 

Q. 37. Any other cause that would prevent the gov- 
ernor from controlling the pump? 

A. 37. A leak past the pacldng ring on the piston or 
leaks around any of the joints above the piston, when 
combined together, are so great as not to allow the 
proper amount of air to accumulate above the piston so 
as to force the piston down. 

Q. 38. What effect will a leaky steam valve have in 
a governor? 

A. 38. It will allow steam to enter the pump after 
the steam valve has made its seat by being forced down 
with the air piston* The valve or seat, being cut or 
152 



worn, allows steam to pass through to the steam cylin- 
der. 

Q. 39. What would you do if the pump worked up 
to the standard pressure and .the governor went into 
operation and stopped the pump and refused to start 
promptly ? 

A. 39. First, open the vent-hole in the governor. If 
that failed, then it would indicate a tight or gummed 
packing ring on the piston. A slight jar at the lower 
end of the steam part of governor will often start it to 
operate. 

Q. 40. Some governors have a bad blow of air at the 
waste pipe of the governor. What does that indicate? 

A. 40. A worn-out packing ring on the air piston or 
the little cylinder it operates in, is worn out. 

Q. 41. Some governors have a continuous blow of 
steam from the waste pipe of the governor at all times. 
What does that indicate? 

A. 41. The piston stem being a loose fit and the 
upper side of the steam valve seat leaking and not mak- 
ing a good joint. 

Q. 42. What is the small hole drilled in the spring 
box for which is above the diaphragm ? 

A. 42. To release any pressure of air that will leak 
back into the spring box from a buckled or cracked dia- 
phragm in the governor. 

Q. 43. Where there are two diaphragm portions 
used on one steam connection of a governor by the 
use of a Siamese connection, what is the object of keep- 
ing one vent-hole in the governor plugged up? 

A. 43. The pressure of air blowing out of both gov- 
ernors at the same time reduces the pressure above the 
piston too quickly, and this allows the piston to keep 
partly raised, carrying with it the steam valve, which 
keeps the pump continuously in motion. It is proper 
at all times to see that the air is working from the vent- 
hole of one governor after it has gone into operation 
to stop the pump. 

Q. 44. What is the object of having a small hole 
drilled in through the steam valve? 

A. 44. It will allow steam to pass through the small 
port and enter the steam cylinder, which serves to keep 
the pump working slowly to avoid condensation. 

Q. 45. What would you do if you had a locomotive 
with two pumps, two steam portions of governors and 
one diaphragm portion and you broke the pipe off lead- 
153 



ing from the lower part of the diaphragm over to the 
steam portion of governor ? 

A. 45. Set down on the regulating nut on the dia- 
phragm portion of governor and control the movement 
of the pumps with the pump throttle and proceed in 
that manner. 

Q. 46. What would you do if you broke the pipe off 
leading to the diaphragm portion of governor where 
one governor is used to control both pumps ? 

A. 46. Plug the pipe at the pressure end, proceed and 
control the air pumps with the pump throttle. 

Q. 47. What would you do if one pump became dis- 
abled in road service where there are two independent 
pump throttles? 

A. 47. Close the throttle on the disabled pump, so 
as to save the steam pressure; also to prevent a heavy 
exhaust on the fire. 

REMARKS. 

Always remember if you plug the broken end of a 
governor which remains in the Siamese connection, if 
it be the one with the vent-hole, remove the little screw 
from the opposite one and be positive that the air can 
escape from the diaphragm portion that is left in serv- 
ice. 



154 




AIR PUMP. 
WITH ITS DEFCTS AND REMEDIES. 

Q. 1. How many air valves are there in each air- 
cylinder of a 9 V^ -inch and 11-inch air pump? 

A. 1. There are four air valves in an air-cylinder — 
two receiving valves and two discharge valves. 

Q. 2. Which set of valves is in communication with 
one another? 

A. 2. The upper receiving valve and discharge valve; 
the lower receiving valve and discharge valve. 

Q. 3. What separates the upper set of valves from 
the lower set? 

A. 3. The air piston and rings in the air-cylinder. 

Q. 4. Are the air valves of a 9 1^ -inch air pump 
interchangeable with the 11-inch air pump? 

A. 4. No; the air valves in each air pump have the 
same lift, but the valves of an 11-inch air pump are 
larger in diameter than a 9l^-inch air pump. 

Q. 5. Can the air valves in a 9% -inch air pump and 
155 



an 11-inch air pump be changed from the receiving side 
to the discharge side? 

A. 5. Yes. 

Q. 6. How can you tell if the discharge valve is 
broken ? 

A. 6. Air would pass back from the main reservoir 
by the broken valve on to the air piston, and that would 
give you an extra pressure to move the piston and rod 
away from the broken valve. 

Q. 7. Is there any other way you can tell if the dis- 
charge valve is broken? 

A. 7. Yes; if the upper discharge valve is broken 
you could not receive any air through the air strainer 
to the upper receiving valve on the down stroke, and if 
the lower discharge valve is broken you could not re- 
ceive any air through the lower receiving valve on the 
upper stroke. It also will show you a very slow move- 
ment of the piston and rod when moving toward the 
broken valve. 

Q. 8. How can you detect a stuck or broken receiv- 
ing valve? 

A. 8. The exhaust of the pump will be uneven and 
there will be no air received in through the air inlet 
through the receiving valve that is stuck or broken. It 
will be shown by the movement of the piston and rod. 
While the piston is in position moving away from the 
broken valve there will be no air received in the air 
cylinder. 

Q. 9. How would you test for a stuck or broken 
receiving valve? 

A. 9. Start the air pump, and when the piston and 
rod are moving on the down stroke, and there is no 
air received in the air strainer, it will indicate an upper 
receiving valve. On the return or upper stroke of the 
piston and rod and there is no air received at the air 
strainer, it will be the lower receiving valve. 

Q. 10. How can you tell whether it was the upper or 
lower receiving valve leaking? 

A. 10. By the movement of the piston and rod. If 
the piston and rod were moving up and there was a 
leak at the air strainer, that would indicate the upper 
receiving valve was leaking; on the down stroke if there 
was a leak of air at the air strainer, that would indi- 
cate the lower receiving valve. 

Q. 11. What other way could you tell if you had a 
broken discharge valve ? 

156 



A. 11. First, stop the pump, then open the oil-cup 
on the top of the centerpiece above the air-cylinder. 
If the upper discharge valve is broken or leaking there 
will be a continuous flow of air out of the oil-cup from 
the air-cylinder. If you find that there is no escape of 
air that will show that the upper discharge valve is 
tight; unscrew the plug out of the lower air cylinder 
head, and if there is a flow of air from the air-cylinder 
that will show that a lower discharge valve is broken 
or leaking. 

Q. 12. What would you do with the upper discharge 
valve broke in the air-cylinder? 

A. 12. First stop the air pump, then place the brake 
valve handle in full release position, open the angle-cock 
on the front or rear of engine and release all of the air 
out of the main reservoir; then take the cap-nut off both 
the receiving valve and discharge valves, take the re- 
ceiving valve out and put it in where you took out the 
broken discharge valve, plug the receiving side of the 
valve seat if possible, if not, let it alone, put the cap- 
nut back on again, start the pump. Use the lower set 
of valves to compress the air to operate the brakes on 
the engine and train. 

Q. 13. What would you do if it were the lower dis- 
charge valve broken in the air-cylinder? 

A. 13. Proceed according to Rule 12, except that 
you would use the lower receiving valve in the place of 
the broken discharge valve in the lower end of the air- 
cylinder, leaving the upper set of valves to compress the 
air to operate the brakes on engine and train. 

Q. 14. What effect will there be to the air-cylinder if 
the piston rings are worn out? 

A. 14. It v^dll cause the air-cylinder to get over- 
heated and is liable to burn the joints out of the dis- 
charge pipe, and also keep the pump from making the 
desired pressure of air needed. 

Q. 15. What effect will it have on the pump if the 
wing on the discharge valve was to break and enter the 
air-cylinder ? 

A. 15. If a wing should break off of an upper dis- 
charge valve or the dowel was to work out of the stuf- 
fing-box and enter the air-cylinder it would cause a bad 
knock in the air-cylinder; it also would find its way down 
to the lowest point on the air piston, and that would be 
wiiere the piston is champered off, and every time the 
piston comes up on the upper stroke it would strike the 
157 



centerpiece, causing the upper ring to fasten itself in 
the groove of the piston and destroy the function of the 
top ring. 

Q. 16. How should the air pump be packed ? 

A. 16. Just tight enough to prevent the leak around 
the piston rod. Never pull the packing nut up too tight 
to cause too great a friction against the rod, as it is 
liable to get hot and bum out the packing. A swab 
should always be used on the rod and kept moist with 
valve oil. 

Q. 17. What kind of a leak would it be with either 
an upper or lower discharge valve cap-nut leaking? 

A. 17. A main reservoir leak. 

Q. 18. What effect will a leaky receiving valve cap- 
nut have on the air-pump? 

A. 18. It will destroy the amount of air that should 
be compressed into the main reservoir on the side of the 
air piston toward which it is compressing. 

Q. 19. What effect will a leaky joint have on the 
upper end of the air-cylinder or the lower end ? 

A. 19. It will destroy the amount of air that should 
be compressed into the main reservoir on the side of thie 
air piston toward which it is compressing. 

Q. 20. What effect will a leaky piston rod have on 
the air-cylinder? 

A. 20. It also will destroy the amount of air that 
should be compressed into the main reservoir on the 
upper stroke of the air piston. 

Q. 21. What would you look for if you had a pump 
that would work one speed, no difference how the globe 
valve was turned on, and your boiler showed the stand- 
ard pressure of steam, your air pump and the exhaust 
pipe of the pump in good condition; also the governor 
working properly? 

A. 21. The steam pipe may be clogged or screwed 
too far in an elbow fitting in the air-pump, throttle will 
not open far enough to allow the volume of steam to 
pass through the openings, the opening in the valve is 
too small, the steam box too small, to which all steam 
valves are connected, or a lapped copper gasket at the 
globe valve or governor, so when it is tightened up it 
closed in on the gasket, or the discharge pipe or ex- 
haust pipe may be partly clogged up. 

Q. 22. What would you do if you had a locomotive 
with two air pumps and one steam valve to supply both 
pumps with steam, and you broke the steam pipe off 
158 



of one pump ? 

A. 22. Plug the broken steam pipe and proceed, 
using one pump to accumulate the air with which to 
handle the train. 

Q. 23. What would you do if you lost the plug out of 
the lower cylinder-head of the air-pump ? 

A. 23. Take the three-quarter plug out of the air- 
sander trap. 

Q. 24. What would you do if you lost the receiving 
valve cap out of the lower end of the air-cylinder? 

A. 24. Go on using the upper set of valves to com- 
press air to operate the engine, tender and train-brakes. 

MAIN RESERVOIR. 

DEFECTS AND REMEDIES. 

Q. 1. What are main reservoirs used for? 

A. 1. Main reservoir on engines must be maintained 
to carry gauge pressure required for releasing brakes and 
must be drained after each trip, and in switching serv- 
ice every 24 hours. Always remember that for every 
cubic inch of water it takes the place of a cubic inch of 
air. The red hand on the gauge represents main reser- 
voir pressure and the other hand-brake pipe pressure, 
equalizing drum pressure and auxiliary reservoir pres- 
sure. 

Q. 2. How often should air gauges be tested? 

A. 2. Air gauges should be tested for readjustment 
once each sixty days and a record kept of tests. 

Q. 3. What would you do if you broke the pipes off, 
or the pipe was split or leaking that connects both main 
reservoirs together, providing the pipe in size was 1^ 
inches ? 

A. 3. Disconnect the pipe from main reservoirs, un- 
screw the 1%-inch brass union sleeves off the pipe, then 
take and screw each of the union sleeves on a 1%-inch 
air-hose, take and connect the union sleeves back on 
the main reservoirs again, clutch the hose together and 
proceed in that manner. 

Q. 4. What would you do when two main reservoirs 
are connected together with a connecting pipe and the 
discharge pipe leading from the pump and the pipe lead- 
ing from the main reservoir to the engineer's equalizing 
discharge valve were connected to one main reservoir, 
and the connecting pipe became disabled? 

A. 4. Put a blank washer in at the end of the con- 
159 



nection at main reservoir pipe where both the discharge 
pipe and main reservoir pipe is located; use one main 
reservoir to carry the excess pressure. 

Q. 5. What would you do if the pipe connecting both 
main reservoirs together was one inch in size? 

A. 5. Disconnect the pipe from the main reservoirs, 
unscrew the 1-inch union sleeves off of the pipes, then 
screw the 1-inch to three-quarter reducer in the union 
sleeves. After that is done screw a three-quarter whis- 
tle hose on the reducers, then place the sleeves and 
unions back on the main reservoirs again, connect the 
whistle hose together; proceed. 

Q. 6. What would you do if the brass union sleeves 
were stripped and you could not use them? 

A. 6. Put blank washers in at the unions next to 
main reservoirs. After that is done, take the ^/^-inch 
drain plugs out at the lower end of the main reservoirs, 
put in a ^/^-inch nipple in length to suit an elbow at- 
tached % to ^-inch, screw a whistle hose in each % 
elbows and clutch them together. Proceed in that man- 
ner. 

Q. 7. What w^ould you do if the discharge pipe broke 
off between main reservoir and the air-cylinder of air- 



pump 



A. 7. Screw the union sleeves off of the discharge 
pipe at both ends, then take the brass union sleeves and 
screw them on the 1^-inch air-hose, put the sleeves 
and unions back on the main reservoirs and the air- 
cylinders, clutch the hose together and proceed. 

REMARKS. 

This information for the benefit of engineers and 
roundhouse men, providing any of the above failures 
should occur to the main reservoirs while the engine is 
en route, on arriving at a roundhouse or shop where 
temporary repairs could be made in cases of emergency, 
so the locomotive could proceed to its destination. 



160 



ENGINEER'S EQUALIZING AND DISCHARGE 

VALVE, WITH ITS DEFECTS AND 

REMEDIES. 

Q. 1. What is the pipe used for between the main 
reservoir and the engineer's equalizing and discharge 
valve ? 

A. 1. It is used to convey the air from the main 
reservoir to the brake valve, and is known as a supply 
pipe, and contains main reservoir pressure, 

Q. 2. What are the pipes used for that lead from the 
engineer's brake valve up to the air gauge? 

A. 2. These pipes are used to convey the air pressure 
from the main reservoir and brake-pipe up to the air- 
gauge. 

Q. 3. What kind of an air gauge do we use in con- 
nection with the automatic air brake where the engi- 
neer's equalizing and discharge valve is in service? 

A. 3. A duplex air-gauge. 

Q. 4. What is a duplex air-gauge? 

A. 4. An air-gauge that registers two independent 
pressures of air on one dial. 

Q. 5. What is the pipe used for that leads from the 
engineers equalizing and discharge valve down to the 
equalizing drum? 

A. 5. It is used to convey the air pressure from the 
engineer's equalizing and discharge valve down to the 
equalizing drum. 

161 



Q. 6. What is the pipe used for that leads from the 
engineer's equalizing and discharge valve down to the 
front of the engine and the rear? 

A. 6. The brake-pipe is used to convey the air from 
the engineer's equalizing and discharge valve, the brake- 
pipe being connected to the engineer's brake valve leads 
down to a tee connection under the footboard; the 
forward part of the tee has the pipe connected that leads 
to the front of the engine, to which there is an angle- 
cock connected with a loose hose and coupling, while 
the opposite side of the tee has the brake-pipe connec- 
tion that leads to the rear of the engine, where there 
is an angle fitting and loose hose and coupling con- 
necting to the hose coupling on the tender is a brake- 
pipe with angle fitting and loose hose and coupling, 
which is coupled to the hose on the engine. This brake- 
pipe extends the full length of the tender at the rear 
of the tender. On the brake-pipe is an angle-cock con- 
nected and a loose hose and couplings. This hose 
coupling is connected to the hose coupling on the car. 

Q. 7. How is the brake-pipe coupled up between the 
cars? 

A. 7. By means of loose hose and couplings attached 
to the angle-cocks and brake-pipe. 

Q. 8. How is the brake-pipe closed off at the rear end 
of a train? 

A. 8. By closing the angle-cock on the brake-pipe at 
the rear end of the last car. 

Q. 9. What is the pipe used for that leads from the 
brake-pipe to the triple valve? 

A. 9. This pipe is known as a crossover pipe and 
used to convey the air from the brake-pipe to the triple 
valve, and on this pipe is located a cutout cock used to 
•bt out the triple valve in cases of necessity. 

Q. 10. What would you do if you broke the pipe off 
leading from the engineer's equalizing and discharge 
valve up to the air-gauge, which represents main reser- 
voir pressure? 

Q. 10. What would you do if you broke the pipe off 
leading from the engineer's equalizing and discharge 
valve up to the air-gauge, which represents main reser- 
voir pressure? 

A. 10. Plug the pipe at the brake valve, place the 
brake valve handle in running position, as the brake- 
pipe air-gauge will notify you the amount of air in the 
brake-pipe and the governor will control the pump. 
162 



Q. 11. What would you do if you broke the pipe oflP 

at the engineer's equalizing and discharge valve lead- 
ing up to the air-gauge which represents brake-pipe 
pressure ? 

A. 11. Plug the pipe up at the engineer's brake 
valve and place the handle of the brake valve in full 
release position. If you have a passenger train, leave the 
governor be set for 90 pounds or 110 pounds, and if you 
have an empty freight train reduce the governor down 
to 70 pounds, and if a loaded train let the governor be 
set for 90 pounds, proceed in that manner. 

Q. 12. What would you do if you were using a high- 
speed brake? 

A. 12. Cut in the standard governor of 90 pounds, 
take the cap-nut off the top of the governor, screw down 
on the regulating nut until you have 110 pounds regis- 
tered on the red hand of the air-gauge. But if you de- 
sire you may leave the standard governor for 90 
pounds be registered. Always bear in mind that you 
do away with 20 pounds of excess pressure and a 
prompt release of brakes is not as readily obtained as 
if you had the extra excess pressure. 

Q. 13. What would you do if you broke the pipe off 
leading from the engineer's brake valve down to the 
equalizing drum, or if the pipe had a hole worn in it, 
or the pipe or drum became disabled? 

A. 13. Plug the pipe up at the brake valve; also 
plug up train pipe exhaust, carry the brake valve handle 
in running position, use it as a three-way cock in the 
emergency position with care when you are going to 
make a stop. 

Q. 14. What would you do if you broke the tee con- 
nection off in the engineer's brake valve that represents 
the brake-pipe, air-gauge and equalizing pressure? 

A. 14. Plug the connection at the brake valve; also 
plug the brake-pipe exhaust, carry the brake valve in 
full release position, so as to have the red hand on the 
gauge represent main reservoir pressure and brake- 
pipe pressure. Use the brake valve in the emergency 
position with care when going to make a stop. Always 
remember the governor on an empty train. Cut the 
governor down to 70 pounds. If a loaded train, let it 
remain at 90 pounds; on a- high-speed brake set the 
governor for 110 pounds if you so desire. 

Q. 15. What would you do if you broke the pipe off 
leading from the engineer's brake valve down to the 
reversing cock, known as main reservoir pressure ? 
163 



A. 15. Place the brake valve handle in full release 
position, move the handle of the reversing cock to lap 
position; that is, at right angles with the feed valves; 
cut in the 90-pound governor, set it down to 110 pounds 
main reservoir pressure if you so desire, then proceed in 
that manner. 

Q. 16. What would you do if you broke the pipe off 
leading from the reversing cock up to the engineer's 
brake valve, known as brake-pipe pressure? 

A. 16. Place the brake valve handle to lap posi- 
tion until the half-inch pipe is plugged at the brake 
valve, then move the handle of the reversing cock to 
lap position; that is, at right angles with the feed 
valves; when that is done carry the brake valve handle 
in full release position and operate governor as Rule 15. 

Q. 17. What would you do if you were using the 
single diaphragm portion of governor, and it was set to 
carry 180 pounds main reservoir pressure? 

A. 17. Take the cap-nut off of the governor, un- 
screw the regulating nut until the gauge registers 110 
pounds main reservoir pressure. 

Q. 18. What would you do if you found a leak at 
the feed valve case gasket and you found you could 
not stop the leak by tightening up on the feed valve ? ^ 

A. 18. Close the cutout cock underneath the engi- 
neer's brake valve, place the brake valve handle in the 
service position, then loosen the %-inch nuts at the 
feed valve, take a piece of string or lamp wick and 
wind it around from one stud to the other, then tighten 
up i/^-inch nuts again. After that is done place the 
brake valve handle in running position, open the cutout 
cock again, set the governor for 70 pounds; with an 
empty freight train leave it set at 90 pounds; for a 
loaded train or a passenger train with the high-speed 
brake set the governor to 110 pounds main reservoir 
pressure, if you so desire, and proceed in that manner. 

Q. 19. What would you do if when tightening up 
one of these %-inch nuts at the feed valve you were 
to break off one of the studs in the engineer's brake 
valve ? 

A. 19. Place the brake valve handle to lap posi- 
tion, shut the cutout cock underneath the brake valve, 
take the Vz-mch nut off the stud opposite the one broken, 
remove the feed valve, take a piece of wood and whittle 
two plugs, drive them into the port openings on the 
brake valve, open the cutout cock again, place the 
brake valve handle in full release and proceed. Remem- 
164 



ber, the governor same as Rule 18. 

Q. 20. What would you do if you found your feed 
valve would not operate at all, or you only could re- 
ceive a low pressure of air in the train pipe? 

A. 20. Place the brake valve handle in full release 
position and proceed. Set the governor same as Rule 18. 

Q. 21. What would you do if you should break both 
pipes off leading from the engineer's brake valve down 
to the reversing cock or the reversing cock became dis- 
abled? 

A. 21. Take off the feed valve pipe bracket, put in 
a blank washer, put the feed valve pipe bracket back on 
again, tighten up the i/4-inch nuts, place the brake 
valve handle in full release position and proceed. Set 
the governor as Rule 18. 

Q. 22. On the arrival at the roundhouse with the 
engine you found that you did not have time to have the 
pipes repaired, as you were ordered to return at once, 
what would you do? 

A. 22. Take and close the cutout cock underneath of 
the engineer's brake valve, place the handle of the brake 
valve in the service position and take a feed valve 
loose from the reversing cock. After that is done take 
your feed valve pipe bracket off at the brake valve, re- 
move the blank gasket, place the feed valve on in place 
of the bracket, then place your brake valve in running 
position, open the cutout cock, charge the train pipe 
up to the standard pressure required. Be sure and 
operate your brakes on the engine and tender. When 
you know you are correct then proceed. 

Q. 23. What would you do to operate your brakes 
on the engine tender and train in a graduated move- 
ment if you discovered gasket 32 was worn out or a 
hole burned through the gasket so it would admit air 
from the main reservoir direct on top of the equalizing 
piston ? 

A. 23. Just before you are going to operate the 
brake valve to make a stop shut the cutout cock under- 
neath of the engineer's brake valve; after that is closed 
then place your brake valve handle in the emergency 
position; then do your braking with the cutout cock; 
open it gradually and let the flow of air pass through 
the cutout cock from the train pipe to the atmosphere 
through the emergency opening in the brake valve. 
After the reduction has been made to apply brake 
close the cutout cock and make all reductions in train 
pipe in the same manner by closing the cutout cock 
165 



after the brake has been applied. This will represent 
puttinjw" the brake valve to lap position. When the 
train has come to a full stop and you desire to release 
your brakes first place your brake valve handle in full 
release position. After that is done, then open the cut- 
out cock, allowing main reservoir pressure to pass into 
the train pipe to release the brakes. Proceed in that 
mfinner. 

0. 24. What would you look for, if when placing the 
brake valve handle on Ian position, train nipe exhaust 
would start to operate in the engineer's brake valve ? 

A. 24. First, look for a leak at the equalizing res- 
ervoir or a leak in the pipe leading down to the equaliz- 
ing reservoir, or a leak at the train pipe air-gauge con- 
nection, either at the brake valve or at the gauge; a 
hole worn in the equalizing pipe or a leak at the dia- 
tjhragm of the gauge, or a bolt-head leaking at the 
brake valve, or a hole worn in the gauge-pipe. 

Q. 25. What would you look for if you made a re- 
duction in Chamber D above the equalizing pistion and 
the black hand would not move? 

A. 25. The first to look for is a stopned-un air- 
gauge pine, either at the gauge or the brake valve, or 
gasket 32 leaking. 

Q. 26. What would you look for if on making an 
anplication of the brake in service movement the pre- 
liminary exhaust was correct, but train pipe pressure 
would not respond? 

A. 26. Due to a dirty equalizing piston, stuck in 
Chamber D or the piston stem 17 broken loose from the 
equalising piston. 

Q. 27. What would you look for after making an ap- 
r>np?>i-ion of the brake and on releasing the red hand 
wonld not move? 

A. 27. Look for a stopped-up air-gauge pipe, a 
stuck gauge or the hand loose on the air-gauge, or a 
blank washer at the connection of the valve, or the con- 
nef'tion itself may be stopped up. 

Q. 28. Where would you look for the trouble if in 
placing the brake valve handle in full release nosition 
the black hand or the red hand would move ahead of 
one another in full release position. These hands should 
register equal pressures. 

A. 28. That would indicate that the air-gauge is out 
of order. First we would look for stopped-un gauge 
pipes. If they were O. K.. then look for a stuck gauge. 
166 



If you found that was correct, then it would be proper 
to test the gauge. Very often in putting in a new air- 
gauge glass it does not fit the rim of the gauge properly 
and in screwing it up tight the glass pinches on the pin- 
ion that controls the movement, of the hands. 

Q. 29. What would you look for if you made a re- 
duction in train pipe pressure and you placed the brake 
valve handle to lap position, and the black hand started 
to move down toward the pin? 

A. 29. That would indicate a train pipe leak. 

Q. 30. What would you look for if you placed the 
brake valve handle on lap position, then started the 
pump and as air was being accumulated in main reser- 
voir the black hand would move up toward the red hand ? 

A. 30. That would indicate a leaky rotary valve or a 
leaky leather gasket 32. 

Q. 31. How would you tell if the rotary valve was 
leaking or the leather gasket 32 was leaking ? 

A. 31. Close the cutout cock underneath of the en- 
gineer's brake valve, then place the handle of the brake 
valve into service position, draining the air out of the 
equalizing reservoir and the train pipe between the cut- 
out cock and the rotary valve seat. After that is done 
remove the plug from the equalizing reservoir, then 
place the brake valve handle to lap position. If the air 
comes out of the equalizing reservoir slowly that would 
indicate a leaky rotary valve. If it comes out in a rush 
that would indicate the leather gasket 32 was leaking. 

Q. 32. Very often a brake valve handle when placed 
into running position the black hand on the gauge 
moved up to meet the red hand, and when a test has 
been made of the rotary valve it is found to be O. K. 
and the feed valve test proves that the feed valve is O. 
K. Where would you look for the trouble ? 

A. 32, Very often it is in the feed valve case gasket 
leaking air from the main reservoir over into the tram 
pipe connection. When replacing a brake valve or put- 
ting on another feed valve it is always proper to have 
a new case gasket. 

Q. 33. If you put in a new case gasket and still the 
brake valve registered above the required pressure 
the feed valve was set for, where would you look for the 
trouble ? 

A. 33. It would be a leaky rotary valve in running 
position, and the proper way to detect the leak would be 
to remove the feed valve and put in a blank washer m 
167 



between the feed valve and the brake valve. Shut the 
cutout cock underneath of the brake valve, then plac« 
the brake valve handle in running position, start the 
pump, and as soon as there was a pressure registered in 
main reservoir (if there was a pressure to accumulate 
in Chamber D), that would indicate the leak was at the 
rotary valve. 

Q. 34. What would you look for if you made two 
or three stops with your engineer's brake valve and 
when you had occasion to use your brake valve again 
there was no movement to the rotary valve at all? 

A. 34. That would indicate that the brake valve had 
been cleaned and the party in charge of cleaning same 
put a new rubber gasket 31 on and did not remove the 
old one. The valve and seat being faced off below 
the proper distance, gave the key very little hold in the 
rotary valve. A new washer being put on the key, al- 
lowed it to hold until the pressure of air raised the key 
up and pressed the washer thin, thus allowing the 
key to raise out of the rotary valve. 

Q. 35. What would you do to make a stop with a 
valve in that condition? 

A. 35. Remove the air-gauge pipe union at the 
brake valve on the train line side or the nut connecting 
the equalizing reservoir pipe at the brake valve. 

Q. 36. What would you do if you had to make a 
stop in a hurry, due to a red flag appearing, or some- 
thing unforeseen should appear? 

A. 36. Take a wrench or hammer and break the tee 
connection off at the brake valve where the air-gauge 
pipe is connected that represents train air-pipe pres- 
sure, and where the equalizing reservoir pipe is con- 
nected. As soon as that is done shut the pump off. 
When the train has come to a full stop have the brakes 
bled off in the train and proceed carefully to the first 
siding. If you understand how to clean an engineer's 
brake valve take it apart and remove the old rubber 
gasket 31. That will allow the body of the valve to 
lower itself down and allow the key to go back into the 
rotary valve. You can plug the connection that is 
broken at the brake valve, same as Rule 14, and pro- 
ceed. If you cannot repair same report the air-bralce 
failure to the superintendent or trainmaster and be ad- 
vised as to what to do. 

Q. 37. Engineers very often complain about the en- 
gineer's brake valves registering the pressure of air 
168 



on the black hand of the air-gauge improperly with the 
valve in running position with the engine and tender, 
but when connected to the train the black hand registers 
correctly. 

A. 37. That is due to a slight leak in the rotary valve 
or the feed valve. The train pipe being short on the 
engine and tender, will gradually fill up, so the gauge 
pressures may be very near equal, but when connected 
up to a train that increases the train pipe capacity. 
This very often overcomes the slight leak in the brake 
valve, as most all trains have small leaks in some parts 
of the apparatus. 

Q. 38. For what is the warning port in the engi- 
neer's brake valve used? 

A. 38. To notify the engineer that the brake valve 
handle is in the wrong position. 

Q. 39. What air does the warning port discharge? 

A. 39. Main reservoir air. 

Q. 40. If you had a leak around the key handle of 
the engineer's brake valve, what kind of a leak would 
that be ? 

A. 40. A main reservoir leak. 

Q. 41. If you had a leak below the rotary valve seat 
and above the equalizing piston, what kind of a leak 
would that be ? 

A. 41. A leak in the eaualizing pressure. 

Q. 42. If you have a leak below the equalizing pis- 
ton what kind of a leak will that be ? 

A. 42. A train pipe leak. 

Q. 43. If the preliminary exhaust port was partly 
clogged up with dirt, how would that be recognized ? 

A. 43. It would make the brake valve slow in acting. 

Q. 44. What size is the preliminary exhaust port? 

A. 44. One-sixteenth of an inch in size. 

Q. 45. How should the brake valve feed valve be 
tested in running position. 

A. 45. After the brake-pipe is charged up to the 
pressure that the feed valve is regulated for, make an 
application of the brake with a 10-pound reduction, re- 
lease the brakes by placing the brake valve handle in 
full release position and immediately bring the handle 
of the valve to running position and note the sensitive- 
ness of the feed valve. If the feed valve charges the 
brake-pipe and equalizing drum direct up to the pres- 
sure the feed valve is regulated for then we can realize 
the feed valve is O, K. 

169 



Q. 46. How can the preliminary exhaust port be 
tested in the brake valve ? 

A. 46. By making a 20-pound reduction registered 
on the air-gauge. Note the time it takes the pressure 
to escape from Chamber D and the equalizing drum. 
With a drum 10x12 about four seconds or a close margin 
to it; 10x141/^ five to six seconds. 

Q. 47. What will it note if it takes longer than the 
above time? 

A. 47. A dirty or gummed preliminary exhaust port 
or a worn out packing ring in Chamber D. 

Q. 48. If the time should exceed above that time 
allotted, what would it indicate ? 

A, 48. Increased preliminary exhaust port or an 
equalizing drum partly filled with water. The reservoir 
cannot retain its full volume of air with a partly frozen 
equalizing pipe or the pipe partly clogged. 

Q. 49. How can you detect the sound of the pre- 
liminary exhaust port? 

A. 49. Close the cutout cock underneath of the 
brake valve so as to prevent the escape of air out of the 
brake valve exhaust elbow, providing the cutout cock is 
located close to the brake valve. 





AIR GAUGES. 
WITH THEIR DEFECTS AND REMEDIES. 

Q. 1. What kind of air-gauges do we use on this rail- 
road? 

A. 1. The duplex air-gauge and the single air-gauge. 

Q. 2. What pressure of air does the red hand indi- 
cate on a duplex air-gauge ? 

A. 2. Main reservoir pressure. 
170 



Q. 3. What pressure of air does the black hand indi- 
cate on the duplex air-gauge ? 

A. 3. irain pipe pressure. 

^. 4. When does the red hand on a duplex air-gauge 
register mam resei-voir pressure V 

A. 4. At all times. 

Q. 5. When does the black hand on a duplex air- 
gauge register train pipe pressure? 

A. 5. VVhen the brake valve handle is in full release 
or running position. 

Q. 6. When does the red hand register train pipe 
pressure ? 

A. 6. When the brake valve handle is in full release 
position or when there is a leak admitting main reser- 
voir pressure into the train pipe in running position or 
on lap position, so both the red and black hands will 
register equal pressures. 

Q. 7. When does the black hand register main reser- 
voir pressure? 

A. 7. When the brake valve handle is moved to full 
release position or when there is a leak admitting main 
reservoir pressure into the train pipe, either in running 
position or lap position, so both the red hand and black 
hand will register the main reservoir pressure. 

Q. 8. In what position is the braka valve handle 
moved so the black hand will not register train-pipe 
pressure? 

A. 8. When the brake valve handle is moved to 
lap position, service position or emergency position, then 
it registers equalizing pressure. 

Q. 9. What is the single air gauge used for that is 
attached to driver brake-cylinders direct? 

A. 9. The single air gauge is attached to the driver 
brake-cylinders and used to register both the straight 
air pressure and the automatic pressure when the brake 
is applied. 

Q. 10. When will it register the straight air-brake 
pressure? 

A. 10. When the straight air brake is applied. 

Q. 11. When will it register the automatic brake 
pressure? 

A. 11. When the automatic brake is applied. 

Q. 12. When will it register two pressures of air? 

A. 12. When the straight air-brake is applied it wiU 
register the amount of air placed in the driver brake- 
cylinders with the straight air-brake valve, then when 
171 



the automatic brake is applied it will register the extra 
pressure put in the brake-cylinders from the auxiliary 
reservoirs. 

Q. 13. What is the other duty of the air gauge locat- 
ed on the dirver brake-cylinders? 

A. 13. First, it will show the proper adjustment of 
the straight air feed valve and safety valve; it also will 
show if there is a leak in cylinders or in the pipe con- 
nections; it will show the amount of air placed in the 
cylinders in service or emergency applications; it also 
will show if the piston travel on the driver brakes is 
too short or too long when applying the automatic brake 
alone; it will show when the feed valve is leaking or if 
the safety valve is leaking; it will show a leak at the 
driver brake retaining valve after the automatic brake 
has been released and the retainer is set; it will show if 
there is a leak at the straight air-brake valve on lap 
position. 

Q. 14. Will the single air gauge attached to driver 
brake-cylinders register the air placed in the tank brake- 
cylinder? 

A. 14. It will register the amount of air placed in 
the tank brake-cylinder with the straight air-brake valve 
only, it will not register the automatic pressure. 



EQUALIZING DRUM. 

Q. 1. What is the equalizing reservoir used for and 
where is it connected to the brake valve? 

A. 1. The equalizing reservoir is connected to the 
port opening leading direct above the equalizing piston 
and is placed there to increase a volume of air in cham- 
ber D so as to use the engineer's brake valve in an auto- 
matic action. 

Q. 2. Where does the first pressure of air come from 
when the brake valve is used in service movement? 

A. 2. The first reduction of air is taken off the top 
of the equalization piston out of chamber D and the 
equalizing reservoir, train-pipe pressure then being the 
greater moves up the equalizing piston and discharges 
the air from the train pipe to the atmosphere, when the 
brake valve handle is moved from service position to 
172 



lap position, then the preliminarv exhaust port opening 
above the equalizing piston in chamber D is closed off 
and the train-pipe pressure keeps on discharging the 
air to the atmosphere until the train-pipe pressure be- 
comes a fraction less than equalizing pressure. Then 
the equalizing piston is moved back to its normal posi- 
tion and train-pipe pressure is closed off. The equaliz- 
ing piston will then remain seated unless there is a 
leak above the equalizing piston, or the brake valve 
handle is again moved to service position. 

Q. 3. Then by this you understand that the opera- 
tor of the engineer's brake valve in service movement 
does not control train-pipe pressure? 

A. 3. We do; the operator of the brake valve con- 
trols equalizing pressure only. 

Q. 4. What size equalizing reservoirs should be used 
with the Westinghouse brake valve 10 x 12 and 10 x 
14 1-2 inch? 

A. 4. When more than 70 pounds nressure of air is 
to be carried in the train pipe and auxiliary reservoirs 
the brake valve should be supplied with a reservoir 
10 X 141-2 inches. 

Q. 5. Should there be a drain cock in the equalizing 
drum? 

A. 5. Never place a drip-cock in the equalizing 
drum. If it comes open while enroute, it will cause the 
brakes to apply on train. 

TRAIN AIR PIPE. 
DEFECTS AND REMEDIES. 

Q. 1. What would you do if you broke the train pipe 
off on the front of the engine? 

A. 1. Drive in a wooden plug and proceed in that 
manner. 

Q. 2. What would you do if you broke the pipe off 
under the pilot and it could not be repaired in a hurry? 

A. 2. Disconnect the first union joint ahead of the 
drain cup, put in a blank washer and proceed in that 
manner. 

Q. 3. What would you do if you broke the train pipe 
off on the rear of the engine? 

A. 3. Drive a wooden plug in the pipe where it is 
broken, then go to the front of the engine, take the 
train pipe air hose and couple it into the train pipe whis- 
tle hose; after that is done then "'o to the rear of the 
engine and couple the train pipe whistle hose on the 
173 



engine to the train air pipe hose on the tender. After 
they are coupled properly then cut out the reducing 
valve in the cab that supplies the train whistle pipe with 
air, then release the brakes and charge them up to the 
standard pressure, notify the conductor that you are 
ready to apply the brakes, and see if they are working 
correctly on the engine, tender and train. .We will then 
have a perfect brake, but no air whistle. 

Q. 4. What would you do if you broke the train 
pipe off under the tender? 

A. 4. Take the train pipe air hose on the rear of 
engine and couple to train pipe whistle hose on the 
front of tender, after they are coupled, then go to the 
rear of the tender and couple the train ^ine whistle hose 
on the tender to the train air pipe hose on the car, after 
they are coupled properly, then cut out the reducing 
valve in the cab so as to prevent the wasting of main 
reservoir pressure. Always bear in mind to try the 
brakes before proceeding. In this case we have a 
driver brake and no tank brake, and also have done 
away with the air whistle. 

Q. 5. What would you do if you were running a 
local train and on the arrival at the end of your trip 
you were to turn your engine and in doin^ so you had a 
mishap as the tender backed off the turntable and you 
broke the whistle and train pipe off your tender? 

A. 5. First notify the superintendent's office of the 
defect and tell him you can return with the train pro- 
viding he will allow you to turn you>* engine and tender 
and return running backwards. If he grants you per- 
mission plug the train air pipe and the train whistle 
/pipe on the rear of the engine and proceed in that man- 
ner, giving you an air-whistle and an air-brake on the 
engine and train but doing away with the automatic 
tank brake. 

Q. 6. What would you do if you broke the angle-cock 
\off on the front of the engine while using the engine and 
tender to bring the train to the end of the trip while 
running backwards. 

A. 6. First plug the train pipe on the front of the 
engine, then go to the rear of engine, couple the train 
pipe air-hose on the engine to the train pipe whistle 
hose on the engine. After that is done return to the 
front of the engine and couple the train whistle hose on 
the front of the engine to the train air-pipe hose on the 
car, cut out the reducing valve in the cab that supplies 
174 



the train whistle pipe with air, then charge the train up 
to the standard pressure and try the brakes. Proceed 
in that manner. We do away with the air-whistle. 

Q. 7. What would you do if you broke the angle-cock 
off on the front of the engine if you were running back- 
wards, the train pipe on the engine and tender in good 
condition. Also the train whistle pipe in good condi- 
tion? 

A. 7. First plug the train pipe on the front of the 
engine, then go to the rear of the tender and couple the 
whistle train pipe hose on the tender to the train pipe 
air-hose on tender; after that is done, return to the 
front of the engine and couple the train whistle pipe 
hose on the front of the engine to the train hose on the 
car. Cut out the reducing valve in the cab that supplies 
the train whistle pipe with air, (proceed in that man- 
ner), giving you a driver brake, a tender and train 
brake, but you do away with the air whistle. 

Q. 8. What would you do if you broke the pipe off 
leading from the train pipe over to the triple valve? 

A. 8. If broken between the drain cup and the cut- 
out cock drive in a wooden plug if broken between the 
cutout cock and the triple valve, close the cutout cock, 
release all of the air out of the auxiliary reservoir ajid 
proceed in that manner. 

Q. 9. What would you do if you broke the pipe off 
between the triple valve and the brake-cylinder, or be- 
tween the triple valve and auxiliary reservoirs? 

A. 9, Close the cutout cock on the crossover pipe and 
proceed. This rule applies either to engine or tender. 

Q. 10. What would you do if you broke the pipe off 
leading to the truck brake-cylinder where one triple 
valve is used to operate both brakes? 

A. 10. Close the cutout cock leading to the truck 
brake-cylinder; also cut out the auxiliary reservoir that 
supplies the truck brake-cylinder with air and proceed. 

Q. 11. What would you do if you broke the pipe off 
leading to the driver brake-cylinders where one triple 
valve is used to operate both brakes? 

A. 11. In cutting out either brake when one triple 
valve is used to operate both brakes always bear in mind 
to cut out the auxiliary reservoir with the brake you 
cut out. If you do not you will increase the breaking 
powers on the brake that is left in working order. 

Q. 12. What would you do if you broke train line 
air-pipe off under a passenger car? 
175 



A. 12. In cases where train line air-pipe is broken 
under a passenger car, take the air-hose couplings on the 
car ahead of the defective one and connect it to whistle 
hose coupling on the car that is defective, using the 
whistle train pipe for a conveyer of air through the 
car, then go to the rear of the defective car, take the 
whistle hose coupling and connect it to the train line air- 
hose coupling on the car directly back of defective one, 
then we can charge up all cars, except the defective one, 
on which the whistle pipe is used for a conveyor of air 
only. There will be no brake on the car with the broken 
train line air-pipe, but on all cars ahead and behind de- 
fective car there will be a brake. Be sure to close 
whistle cock on the car ahead of defective car so that 
you can use the air whistle on all cars ahead of de- 
fective car. Be sure to make test of brakes before leav- 
ing this point in the usual way, that is the same as a 
terminal point. 

Q. 13. What would you do if you broke the train 
air line pipe off between the drain cup and the angle- 
cock on the rear end of the last car? 

A. 13. Plug the pipe at pressure end and proceed. 

Q. 14. What would you do if you broke the train 
air pipe off between the drain cup and the angle-cock on 
the forward end of the last car? 

A. 14. Plug the pipe ahead of the drain cup, take 
the air hose connection on the rear end of the car ahead 
of it and connect it into the air whistle hose on the de- 
fective car, then go in the rear end of the defective car, 
connect the air and whistle hose together and proceed in 
that manner. 



176 




TRIPLE VALVES ON ENGINE, TENDER AND 
CARS. DEFECTS AND REMEDIES. 

Q. 1. What would you do if you found a bad leak at 
the exhaust port of the triple valve on the engine, 
tender, or cars and it was impossible to stop it? 

A. 1. Close the cutout cock on the crossover pipe 
leading from the train pipe to the triple valve, bleed the 
auxiliary reservoirs and proceed in that manner. 

Q. 2. What kind of a leak would it be if the ex- 
haust was leaking on a plain triple valve? 

A. 2. A train pipe and auxiliary reservoir leak when 
the brake valve handle is in full release or running 
position, and a brake-cylinder and auxiliary reservoir 
leak when the brake is applied. 

Q. 3. What kind of a leak would it be if the leather 
gasket connecting the graduating stem case to the valve 
body was leaking? 

177 



A. 3. A train pipe leak, 

Q. 4. What will cause a blow from the exhaust port 
of a quick-action triple valve? 

A. 4. A leaky slide valve, a leaky rubber-seated 
emergency valve, a leaky check valve case gasket, a 
leaky triple valve body gasket or a tube leaking in an 
auxiliary reservoir. 

Q. 5. What parts would be defective to cause a train 
pipe leak? 

A. 5. The emergency rubber-seated valve or the 
check valve case gasket. 

Q. 6. How could you detect train-pipe leaks from 
auxiliary reservoir leaks? 

A. 6. By cutting out the brake and watching its 
action. If the brake applies and the blow stops, after 
being cut out, it shows a train pipe leak; if the blow 
continues and the brake does not apply it indicates an 
auxiliary reservoir leak. 

Q. 7. Will a leak from the train pipe to the atmos- 
phere through the triple valve cause a blow when the 
brake is applied? 

A. 7. That depends on what part of the valve is de- 
fective. A leaky slide valve will cause a blow at the 
exhaust port in release or application position, while 
a leaky auxiliary tube or a body gasket will show a 
leak in release position. 

Q. 8. What kind of a leak would it be with the cap- 
nut leaking on top of a plain triple valve? 

A. 8. In release or running position a train pipe and 
auxiliary reservoir leak, but when the brake is applied 
an auxiliary reservoir leak. 

Q. 9. What kind of a leak would it be with the 
graduating stem nut leaking or the half-inch plug 
leaking on the check case of a quick-action triple valve ? 

A. 9. A train pipe leak. 

Q. 10. What kind of a leak would it be with the 
graduating stem nut leaking on a plain triple? 

A. 10. A train pipe leak. 

Q. 11. What kind of a leak would it be if the pipe 
was leaking that connects the triple valve to the auxil- 
iary reservoir, or if there was a leak in the release 
valve, or a hole worn in the auxiliary reservoir? 

A. 11. In release or running position, a train pipe 
leak and auxiliary reservoir leak; but in application 
position a auxiliary reservoir leak. 

Q. 12. What is the usual defect if a triple valve be- 
178 



comes dry and gummy? 

A. 12. It sei-ves to destroy the action of the valve in 
service position and causes it to apply in the emergency 
position. 

Q. 13. Are there any other defects in the triple 
valve that will produce the same results ? 

A. 13. A broken graduating pin, a weak or broken 
graduating spring, a graduating stem stuck down in 
the graduating stem nut, gummed graduating valve or 
a gummed slide valve, a packing ring fit too tight in the 
brass bushing in which it operates, so when there is a 
light reduction made in train pipe pressure the triple 
piston does not respond to train pipe reduction. 

REMARKS. 

A gummed or sticky triple valve or any of the above 
defects will cause quick action triple valve to apply the 
brakes in an emergency action when a gradual reduction 
in train pipe pressure has been made. When a triple 
valve sticks it does not respond to the first reduction 
in train pipe pressure, and the brake on that car does 
not set; but when the second reduction is made in train 
pipe pressure the auxiliary reservoir pressure, not being 
reduced, forces the triple piston back, compressing the 
graduating stem and spring. This movement of the 
piston carries the slide valve to emergency position, the 
sudden train pipe reduction causes the quick action part 
of the triple valve to come suddenly into effect, and this 
starts the next triple valve into quick action, which 
affects the one following, and so on throughout the 
train. 

Q. 14. What will cause the auxiliary reservoir to 
charge too slowly? 

A. 14. There may be dirt in the feed groove of the 
triple valve, or the screen in the drain cup may be 
stopped up, or the small strainer in the check case may 
be dirty or a bad leak in the auxiliary reservoir. 

Q. 15. Will any of these causes prevent the brake 
from applying? 

A. 15. Yes. When there is a reduction in train pipe 
pressure, and the auxiliary reservoir pressure is not 
charged up so as to allow its pressure to respond to 
the reduction made in train pipe, the triple piston cannot 
move. 

Q. 16. What effect would a worn-out piston packing 
ring or a defective ring have in a triple valve? 
179 



A. 16. A worn-out piston packing ring will allow 
the air to charge the auxiliary reservoir too quickly, and 
on a long train a light train pipe reduction would not 
allow the brake to apply on the car with the defective 
ring, the air from the auxiliary reservoir passing by 
the packing ring and feed groove into the train pipe 
sufficiently fast so as to keep the train pipe pressure 
equal with the auxiliary reservoir pressure, in which 
case the triple piston would not be forced out and the 
brakes would not apply or in releasing the brakes. If 
the train pipe pressure is increased slowly it may feed 
by the packing ring fast enough to keep the brake ap- 
plied by recharging the auxiliary reservoir. 

Q. 17. What would produce a sudden brake with a 
quick-action triple valve and only affect the car it is on ? 

A. 17. When a quick action triple valve is put into 
the emergency action, and the check valve is stuck so it 
will not raise, then there is no train pipe air to enter 
the brake cylinder. 

Q. 18. For what is the check valve used ? 

A. 18. Train pipe check valve prevents brake-cylin- 
der pressure from flowing back into the train air pipe, 
in cases where the reduction in train pipe is below the 
brake-cylinder pressure, or when there is a bursted air- 
hose or a broken train pipe. 

Q. 19. How can we proceed to find a car with a de- 
fective triple valve that puts the train brakes into quick 
action ? 

A. 19. First, have the engineer make a light reduc- 
tion in train pipe pressure and look for the car that the 
brake is not on; then cut that brake out. If the brake 
still keeps going into quick action when the engineer 
makes a gradual reduction, take five cars at a time, 
stand off a distance in the centre of the third car, have 
the engineer apply the brakes, the brake that pro- 
duces the heavy jar against the wheels or the moving 
of the cylinder piston quickly, and that will indicate the 
car. Cut out the brake and proceed. If on a passenger 
train, take three cars at a time. 

Q. 20. What would you look for if the defective 
triple valve could not be found ? 

A. 20. A short piston travel on a car in a train is 
liable to do great damage to drawheads. When you 
decrease piston travel you increase power, and when 
the piston travel is shortened so as to double the brak- 
ing power on a reduction of 10 pounds it acts the same 
180 



as a defective triple valve; any more than the piston in 
the cylinder will move the same, as the rest of the cylin- 
der pistons slowly. 

Q. 21. What do you do when you increase piston 
travel ? 

A. 21. You decrease the power in the brake cylinder. 




AUXILIARY RESERVOIR, BRAKE CYLINDER AND 
TRIPLE VALVE COMBINED. 

Q. 1. For what is the auxiliary reservoir used ? 

A. 1. In the auxiliary reservoir air is stored for use 
in setting the brakes. It will charge at the rate of 1 
pound per second and loses 20 pounds on each full serv- 
ice application with the standard pressure of 70 pounds. 

Q. 2. How much larger is the auxiliary reservoir 
than the brake-cylinder? 

A. 2. All auxiliary reservoir are built a fraction 
three times larger than the brake-cylinder. 

Q. 3. How should the auxiliary reservoir be left 
under a car when its brake is to be run, cut out? 

A. 3. Whenever a brake is to be run, cut out, the 
auxiliary reservoir must be bled to zero, so as to pre- 
vent the brake from going on. 

Q. 4. What would you do if you broke a release 
valve off in air auxiliary reservoir. 

A. 4. Drive in a wooden plug and proceed in that 
manner. Card it so it can be repaired at the end of the 
trip. 

Q. 5. When a release valve is broken off or left open 
on an auxiliary reservoir, what kind of a leak would 
it be? 

A. 5. A train pipe leak at all times. 

Q. 6. What kind of a leak would it be if it were 
leaking slightly, so you could accumulate air in the 
auxiliary reservoir ? 

A. 6. Train pipe leak before the brake is applied, and 
181 



an auxiliary reservoir leak after the brake is applied. 

Q. 7. What would you do if you broke the pipe off 
leading from the triple valve over to the auxiliary reser- 
voir under a car? 

A. 7. Screw the piece out of the auxiliary reservoir, 
also out of the triple valve; take a whistle hose and 
screw it into the valve. Also screw one into the auxil- 
iary reservoir, clutch them together, and proceed in that 
manner. 

Q. 8. What would you do if you broke the crossover 
pipe off under a passenger train? 

A. 8. It is always proper for a car inspector to have 
a hose and reducers located at their initial point, and 
when a car arrives in that condition to place the re- 
ducer in the connection at the train pipe; also at the 
triple valve; clutch them together and proceed in that 
manner, making a temporary crossover pipe. 

Q. 9. What will make a brake leak off independent 
of the triple valve? 

A. 9. A brake-cylinder or a cylinder-head gasket 
leaking, a sand hole in the piston head, a leak in the 
packing leather, the follower being slack or broken or 
one of the studs leaking where it screws into the piston 
head, a packing leather being put in the cylinder wrong, 
with the smooth side of the leather next to the wall of 
the cylinder, or a weak expander put in around the 
packing leather or an expander out of place. 

Q. 10. What will cause the brakes to drag on the 
wheels ? 

A. 10. The sleeve very often splits, due to the fact 
that the push-rod does not ride in the center of the 
sleeve when the brake is applied; it binds on the side of 
the sleeve and causes a heavy strain. When this occurs 
the release spring cannot force the brake piston into 
release position. 

Q. 11. What effect will a weak release spring have 
on a brake piston? 

A. 11. If the release spring is weak or broken it 
will not move the brake piston to release position, espe- 
cially when the brake-cylinder is dry or dirty. As a re- 
sult of this, the piston will stay in application position 
after the triple valve has moved to release position, 
and all of the air has left brake-cylinder. 

Q. 12. What will cause the brake to go on one car 
in a train while the train is en route? 

A. 12. Due to a defective triple valve on the car and 
182 



a dirty leakage gn^oove in the cylinder. If the leakage 
groove is clean and there was some of the auxiliary 
reservoir pressure to enter the brake-cylinder through 
the defective triple valve it would pass through the 
groove and out of the non-pressure head. But as the 
groove is dirty, the air gradually fills the cylinder and 
forces the brake piston out into application position. 

Q. 13. What will cause the brake to hold on regard- 
less of the triple valve? 

A. 13. A rusty or dirty brake cylinder or a piston 
that has traveled out the full length of the cylinder so 
as to allow the release spring to be compressed so 
close together that the coils of the spring will lap over 
one another and catch around the sleeve of the piston. 

Q. 14. What will cause the brake to go on very sud- 
denly on a car with a defective brake-cylinder ? 

A. 14. Due to a dirty leakage groove and a rusty 
or dirty brake-cylinder. When there is a light reduc- 
tion made in the train pipe pressure the auxiliary reser- 
voir pressure entering the brake-cylinder was not suffl- 
cient to move the piston and rod, but when the second 
reduction was made in the train pipe pressure then the 
auxiliary reservoir pressure move^i the brake, piston 
and rod very suddenly. 



183 




HIGH-SPEED REDUCING VALVES. 

Q. 1. For what is the high speed brake reducing 
valve used ? 

A. 1. The high speed reducing valves are to be ad- 
justed to close when the brake-cylinder pressure reduces 
to 60 pounds, and when they are defective should be 
repaired at once. The raised figures cast on the body 
of the Westinghouse valves will indicate the size of 
cylinder on which they are to be used. Safety valves 
set at 60 pounds may be used in emergency or on cars 
that are put in train service carrying 110 pounds train 
pipe and auxiliary reservoir pressure. 

Q. 2. What would you do if you had a car to be 
operated under a high speed pressure and it was not 
equipped with one of these valves ? 

A. 2. To run a car not equipped with one of these 
valves in a train operated under a high speed pressure^ 
184 



if you have a sufficient number of cars to"^ allow your 
percentage of braking powers, the brake can be cut out 
to prevent wheel-sliding or the train pipe pressure may 
be reduced down to 80 pounds by notifying the engineer 
to that effect. 

Q. 3. What would you do if you broke the pipe off 
between the brake-cylinder and the high speed reducing 
valve ? 

A. 3. Plug the pipe and proceed, as Rule 2. 

Q. 4. What would you do if you had a high speed 
reducing valve leaking while in road service, so as to 
leak the brake off the car before coming to a stop ? 

A. 4. Disconnect the union at the high speed re- 
ducing valve, put in a blank washer and proceed, as 
Rule 2. 

REMARKS. 

The high speed reducing valve is connected to the 
brake cylinder with a half-inch pipe when the air is 
admitted to the brake-cylinder. It is also admitted to 
the high speed reducer on top of the piston. Under- 
neath the piston is a regulating spring which is set for 
60 pounds, and as long as the brake-cylinder pressure 
does not exceed 60 pounds the piston cannot move. 
But just as soon as the pressure in the brake-cylinder 
becomes a fraction greater than 60 pounds, then the 
piston moves down carrying with it the slide valve. 
The exhaust port in the slide valve is made in a tri- 
angular shape, with the small part of the triangular 
facing upward. As the air is admitted on the top of 
the piston it is moved so as to bring the triangular port 
in the slide valve in communication with the exhaust 
port in the slide valve seat. The heavier the air pres- 
sure on top of the piston the farther down the piston 
will move, until it comes in contact with the shoulder. 
In the case it is operated in and the regulating spring 
is compressed closer together. When the piston is 
against the shoulder the small part of the triangular 
port is brought in communication with the exhaust port 
in the slide valve seat, which is in communication with 
the atmosphere, and as the air is passing out through 
the exhaust port off the top of the piston the pressure in 
the brake cylinder is decreasing. The regulating spring 
is now uncompressing and the slide valve and piston are 
being shoved up. As the slide valve moves up the larger 
part of the triangular port is leaving the air out of the 
cylinder more rapidly, and when the pressure in the 
185 



cylinder is reduced to what the spring is set for then the 
triangular port is carried by the exhaust port in the 
slide valve seat and the pressure is retained in the 
brake-cylinder. Under this explanation you can realize 
that if the heaviest pressure is admitted to the brake- 
cylinder when the train is running at high speed, and 
as the air is decreasing in the brake-cylinder, the train 
is decreasing in speed, as the greatest braking power 
was when the train was at its highest speed. 




RETAINING VALVES. 

Q. 1. What are the uses of retaining valves ? 

A. 1. Retaining valves are for the purpose of holding 
a pressure of air in brake-cylinder while the auxiliary 
reservoirs are being recharged on descending grades, 
and are to be used on head cars to any number desired 
by the engineer. The handle must always point down 
when not in use and be turned to the position the valve 
calls for when required to retain. They must be tested 
before going^down specially designated grades. 

Q. 2. To what part of a triple valve is the retaining 
valve connected? 

A. 2. They are connected to the exhaust port of 
186 



the triple valve. 

Q. 3. How many different style pressure retaining 
valves are there in use ? 

A. 3. There are retaining valves adapted for the 
driver brake-cylinders and the standard retaining 
valves, which retains 15 pounds, and the high and low 
pressure retaining valves. 

Q. 4. What position does the handle of the 15-pound 
pressure retaining valve stand when in release position, 
and when placed in a position to retain? 

A. 4. The 15-pound pressure retaining valve should 
have the handle always turned down in line with the 
pipe when in release position, and when moved to retain- 
ing position should point directly out. 

Q. 5. What position does the high and low pressure 
retaining valve handle stand when in release position, 
and when placed in a position to retain ? 

A. 5. When the handle of the high and low pressure 
detaining valve is not in use the handle should point 
directly down. When you desire to set the valve for the 
high pressure move it to a position on an angle to 
where the letters cast H. P. on the valve body, and 
to retain a low pressure the handle should point directly 
out. 

Q. 6. When should the high and low pressure retain- 
ing valves be used ? 

A. 6. The high pressure retaining valve should be 
used on a loaded car and the low pressure on an empty 
car. 

Q. 7. When should retaining valves be placed in 
service. 

A. 7. Only when notified by the proper authority. 

Q. 8. How should retaining valves be used on long 
grade work? 

A. 8. If retaining valves are used on long grades 
they should be set up to the number of cars the engi- 
neer desires. Starting at the head end of the train, if 
the grade is short, set them on every car until you have 
the number desired. If the grade is long, it is a good 
policy to set up every other one for half the distance, 
then alternate the other half for the remainder of the 
grade. Under this condition, we do not run chances of 
getting wheels hot. 

Q. 9. What would you do if you found a pressure- 
retaining valve broken or the pipe that connects the 
retaining valve to the triple valve exhaust broken? 
187 



A. 9. Leave it alone in that position and proceed in 
that manner. Card the car and report to the proper 
authority and have it repaired. 

Q, 10. How should you test for a leak at the pres- 
sure retaining valve or a leak in the pipe connecting it 
to the triple valve exhaust? 

A. 10. First, place the retaining valve handle in re- 
lease position and charge the auxiliary reservoir with 
air up to the standard pressure. If there is no blow 
at the retaining valve that will show you that the 
triple valve is 0. K. in release position. Then have the 
brake applied, and when the triple valve goes to lap 
position that will show that the triple valve is O. K. 
when the brake is applied. Then set up the retaining 
valves and have the brake released. If the valve stops 
blowing at the required pressure it is set for, and the 
brake remains set, that will indicate that the valve and 
piping is O. K. If the brake leaks off it will indicate a 
leak from the triple valve up to the retainer. If the 
retainer keeps blowing it will indicate a leak in the 
valve. 

Q. 11. Where do we start to set up retaining valves? 

A. 11. Always start on the first car behind the ten- 
der to set up retaining valves, and start from the rear 
end to take them off. 

AUTOMATIC SLACK ADJUSTERS. 




REMARKS. 

Automatic slack adjusters on cars and tenders 
prevent a running piston travel of more than 8 inches. 
All hand adjustments should be made with these ad- 
justers standing in zero position. To replace worn 
shoes it is only necessary to screw adjuster handle to 
188 



left. They should be cleaned and oiled each time their 
brake-cylinder receives attention. 

Q. 1. How would you test for a leak in the slack 
adjuster pipe? 

A. 1. Run the slack out until the piston travel ex- 
ceeds 8 inches, apply the brakes and test the slack ad- 
juster pipe and cylinder for leaks. 

Q. 2. What would you do if you found the pipe was 
broken off that leads from the brake-cylinder over to 
the slack adjuster? 

A. 2. Run the slack in by hand, so you will not per- 
mit the piston to travel up to the opening in the brake- 
cylinder where the pipe is tapped. 




STRAIGHT AIR BRAKE. 
WITH ITS DEFECTS AND REMEDIES. 

REMARKS. 

Engineers must always keep both brakes cut in and 
ready for operation unless failure of some parts re- 
quires cutting out and always carry an excess pressure 
in the main reservoirs, as this is necessary to insure a 
release of brakes. When not in use they must keep the 
189 



straight air-brake valve handle in release or running 
position. The straight air-reducing valve should be set 
to carry 45 pounds and the safety valve is set for 53 
pounds. The double-seated check valves located between 
triple valves and brake-cylinders and straight air-brake 
valve have leather seats which must be replaced when 
necessary. Never use the straight air-brake to take the 
slack of a train. 

Q. 1. What is the difference between a straight air- 
brake and an automatic brake? 

A. 1. A straight air-brake receives its air for its 
braking powers direct from the main reservoir, the 
automatic brake receives its air for its braking powers 
from the auxiliary reservoir. 

Q. 2. What is a straight and automatic air-brake 
combined ? 

A. 2. A device to apply the straight air-brake or 
the automatic air-brake on an engine and tender inde- 
pendent of one another. 

Q. 8. Is it necessary to get either brake ready for 
service by the use of cutout cocks or handles, or other- 
wise, to work either brake? 

A. 3. No, they are so arranged in parts that the 
operator of the brake can use either brake, at his de- 
sire, without any alterations being made to either brake. 

Q. 4. How many positions has the first straight air- 
brake valve? 

A. 4. There are three positions. 
No. 1. Release position. 
2. Lap position. 
8. Application position. 

Q. 5. How many positions has the latest improved 
straight air-brake valve? 
* A. 5. There are five positions: 

1. Release position for the automatic driver 
brake. 

2. Lap position for the automatic driver brake. 

3. Release position for the straight air-brake. 

4. Lap position for the straight air brake. 

5. Application position for the straight air- 
brake. 

Q. 6. What is the meaning of lap position for the 
straight air-brake valve? 

A. 6. The position in which both the exhaust valve 
and main reservoir pressure valve is closed. 

Q. 7. What is the meaning of lap position for the 
190 



automatic driver brake on the straight air-brake valve? 

A. 7. Lap position or running position. In that 
position the leather-seated valve can form a tight joint 
against the valve seat and prevents the air from escap- 
ing when the automatic driver brake is applied. 

Q. 8. What is the object of having an automatic 
release for the driver brake with the straight air-brake 
valve ? 

A. 8. First, it will do away with the mountain cock 
or release cock and give the engineer one valve to 
handle. 

Q. 9. Explain a good feature of the automatic re- 
lease with the straight air-brake valve. 

A. 9. First, if the engineer was to open the moun- 
tain cock on starting to descend a grade, and he forgot 
to close it at the end of the grade, every time he applied 
the automatic brake the air would pass through the 
cock and render the driver brake useless, but there is a 
spring that controls the movement of the straight air- 
brake valve; when placed in release position the spring 
forces the valve to running position under an automatic 
action closing off the check valve, and will always pro- 
tect the automatic brake on the driver brake. The next 
good feature \^dth the automatic release, on the engine 
for the driver brake with the straight air-brake valve 
is that if there was an air-hose to burst in the train, 
while running at low speed and the engineer saw that 
the driver brake had fastened itself so as to allow the 
wheels to go skidding, all he has to do is to place the 
handle of the straight air brake valve in full release 
position. As soon as he sees that the driver brake has 
released and the wheels start to revolve all that is 
necessary is to drop a little sand and set the straight 
air brake. 

Q. 10. How is the automatic side of the driver brake 
brought in communication with the straight air-brake 
valve ? 

A. 10. Located on the pipe between the triple valve 
and the double-check is a T connection, extending from 
the T is a 3-4-inch pipe leading to the check valve on the 
straight air-brake valve. When the air is admitted to 
the brake-cylinders through the movement of the triple 
valve it is also admitted to the pipe leading up to the 
check valve. When the straight air-brake valve handle 
is moved to running position, that allows the check valve 
to seat itself, but when the handle of the valve is moved 
191 



to release position, that releases the air from the driver 
brake-cylinders to the atmosphere on the automatic 
side. 

Q. 11. How does release position of the straight air- 
brake valve release the automatic brake? 

A. 11. When the straight air-brake valve is moved 
to release position the tappet piece is brought in com- 
munication with the exhaust valve, this in turn comes 
in contact with the check valve located direct below it 
and through this action the valves are both unseated, 
this permitting the air to escape to the atmosphere. 

Q. 12. How does running position permit this check 
valve to seat itself? 

A. 12. In that position the tappet piece allows the 
exhaust valve to go closer to its seat by the help of a 
spring, in that position the check valve direct below it 
is permitted to take its seat when the air pressure from 
the action of the triple valve comes in contact with 
tho valve. 

Q. 13. What kind of a valve is located in this 
check case directly below the exhaust valve? 

A. 13. A double-seat check valve with a stem ex- 
tending out at each end, and leather seats attached to 
it forms an air-tight joint and protects the valve seat 
in both actions of the air-brake. When the straight air- 
brake is applied the valve is forced downwards by the 
air-pressure and prevents an escape of air from the ex- 
haust port of the triple valve. When the automatic 
brake is applied it is forced upward and prevents an 
escape of air out of the straight air-brake valve. 

Q, 14. How many ways is the release of the auto- 
matic brake protected through the action of this valve 
when the straight air-brake valve is on lap position ? 

A. 14. Two ways, one by the double-seated check 
valve located on the straight air-brake valve and also 
by the exhaust valve of the straight air-brake valve. 

Q. 15. What would you do while enroute if this 
double-seated check valve located directly below the ex- 
haust valve of the straight air-brake valve produced a 
leak? 

A. 15. Place the straight air-brake valve on lap 
position when using the automatic brake, the exhaust 
valve will then take care of the leak in the double- 
seated check valve. 

Q. 16. What kind of a leak would it be if the straight 
air-brake valve was placed in running position and 
192 



there was a blow at the exhaust of the straight air- 
brake valve? 

A. 16. It would be a main reservoir leak. 

Q. 17. What kind of a leak would it be if your 
straight air brake valve was placed in application posi- 
tion and there was a leak at the driver brake, tank 
brake-cylinders, the pipes leading to the cylinders or 
the straight air train pipe leaking? 

A. 17. That would be a main reservoir leak and a 
brake-cylinder leak. 

Q. 18. What kind of a leak would it be if the 
straight air-brake valve was placed to lap position after 
the brake was applied and the straight air-brake valve 
was tight? 

A. 18. A brake-cylinder leak. 

Q. 19. What kind of a leak would it be if the 
straight air-brake valve was placed to lap position 
after the brake was applied and the exhaust of the 
straight air-brake valve was leaking? 

A. 19. It would indicate a brake-cylinder leak and 
a leather-seated exhaust valve leaking in the straight 
air-brake valve. 

Q. 20. What kind of a leak would it be with the 
straight air-brake valve in running position when the 
automatic brake is applied? 

A. 20. A double-seated check valve that is located 
at the straight air-brake valve leaking, or the straight 
air-brake side of the double check valve that is located 
between the triple valve and the straight air-brake pipe. 

Q. 21. What kind of a leak would it be if the 
straight air-brake was applied and the exhaust of the 
triple valve was leaking ? 

A. 21. A double-seated check valve leaking on the 
automatic side. 

Q. 22. When coming to a stop, and you desire your 
straight air-brake valve to be used to hold the brake 
on your engine and tender, how should you place the 
handle of the valve? 

A. 22. Always put the handle of the straight air- 
brake valve into application position. Bear in mind 
that the straight air-brake valve on lap position has 
the ports closed in that position. If there was a leak 
at the straight air-brake valve on the brake-cylinder 
side, or at the exha,ust of the straight air valve, or 
any of the pipe connections leading to both double- 
seated check valve, or any of the pipes leading from 
193 



the check valve to the cylinders, or if the double- 
seated check valves were leaking, or any part of the 
cylinders was leaking, the brake would leak off. But 
when the straight brake valve handle is moved to ap- 
plication position as long as the pump can overcome the 
leak, the brake will stay applied. 

Q. 23. What would you do if you broke a safety 
valve off your driver brake or tank brake-cylinders? 

A. 23. Plug the place where it is broken and pro- 
ceed. Be careful not to apply the automatic brake on 
top of the straight air-brake. 

Q. 24. What may make a continuous blow at the 
safety valve on the driver brake or tank brake-cylin- 
ders? 

A. 24. A leaky valve, dirt on the valve or seat, a 
safety valve adjusted too low or the feed valve ad- 
justed too high or the feed valve leaking. 

Q. 25. When should the feed valve or safety valve 
be adjusted? 

A. 25. Not until the air-gauge has been tested. If 
the air-gauge is out of order you could adjust the feed 
valve so as to carry too high a pressure of air or too 
low a pressure on your brakes on the engine and tender. 

Q. 26. How can we test the straight air-gauge 
without removing same? 

A. 26. All straight air train pipes should be equip- 
ped with a %-inch T with a ^-inch outlet. Place the 
handle of the straight air-brake valve into release posi- 
tion, then remove the ^-inch plug out of the T, screw 
in a test gauge, place the handle of the straight air- 
brake valve into application position. The pressure on 
the test gauge will be shown at the same time the 
gauge pressure is registered on the straight air-gauge 
in the cab of the engine. 

Q. 27. What would you look for if the straight 
air-gauge were correct, the feed valve adjusted to 45 
pounds and the safety valve adjusted to 53 pounds, 
and when the straight air-brake valve handle was 
placed in application position the gauge would show 
an increase in pressure above the amount for which 
the valve was adjusted? 

A. 27. Look for a leak in feed valve attached to 
straight air-brake valve. 

Q. 28. What would you look for if you had the 
straight air-brake applied, and when you put the 
handle of the valve into release position it would 
release the brake very slowly? 

194 ^ 



A. 28. It would indicate a plugged-up straight train 
air-pipe or a pipe screwed into a T connection or an 
elbow too far so as to prevent the flow of air proper. 

Q. 29. Where is a bleed cock located on a switching 
engine ? 

A. 29. It is connected directly to brake-cylinders, so 
it will release a straight or automatic air-brake on the 
engine and tender. 

Q. 80. Where is the bleed cock located on a long 
road engine? ,.,,•. 

A. 30. The bleed cock on a long road engine should 
be connected between the triple valve and the double- 
seated check valve, and used to release the automatic 
brake only. 

Q. 81. What is the use of a bleed cock between the 
triple valve and the double check valve? 

A. 81. It is placed there and termed a mountain 
cock, and is to be left open when being used on grades 
So the engineer can alternate the brake on the engine 
and the tender independent of the automatic brake on 
the train. 

Q. 82. What would you do if the bleed cock was to 
leak on a switching engine? 

A. 32. Take the cock off the pipe, plug the pipe 
screw on the cock again and proceed. 

Q. 33. What would you do if the bleed cock was to 
leak on a long road engine? 

A. 33. Leave it leak until you arrive at the round- 
house or shop and use the straight air-brake valve for 
applying the brake on the engine and tender. 

Q. 34. Of what other use is the mountain cock? 

A. 34. It is very useful on long road engines at all 
times. If the brake is applied a little hard by a heavy 
reduction or by the use of an air-hose bursting or any 
defect that is in the train pipe, the engineer can re- 
lease the driver brakes independently through the 
bleed cock. 

Q. 85. What would you do if you broke the pipe off 
leading from the straight air train pipe over to the 
double check valve on the engine? 

A. 35. Put in a blank washer or plug the pipe; 
that will give you a straight air-brake on the tender 
only. 

Q. 36. What would you do if you broke the straight 
air train pipe off on the tender? 

A. 36. Scre\v the hose off the rear of the straight 
air train pipe on the engine, plug up the hose and put 
X95 



hose back again; that will give you a straight air- 
brake on the engine. 

Q. 37. What would you do if you broke the straight 
air train pipe off on the engine on the rear of the T 
where the pipe extends over to the double-seated check 
valve? 

A. 37. Plug the pipe, and that will give you a 
straight air-brake on the engine. 

Q. 38. What would you do if you broke the straight 
air train pipe off at the head of the T where the pipe 
extends from the train pipe over to the double-seated 
check valve? 

A. 38. Leave your straight air-brake valve in run- 
ning position and proceed, using the automatic brake on 
engine and tender. 

Q. 39. What would you do if you broke the pipe off 
leading from the feed valve attachment over to the 
straight air-brake valve? 

A. 39. Take the cap nut off and unscrew the regu- 
lating nut until the air ceases to blow out of the broken 
pipe. If that will not remedy it, disconnect the feed 
valve loose from the pipe bracket, drive in a wooden 
plug in the port opening at the pressure end, called 
main reservoir, pressure; put the feed valve back on 
again and proceed. 

Q. 40. What would you do if you broke the pipe off 
between the main reservoir and the pipe bracket to 
which the straight air feed valve is attached? 

A. 40. Drive in a wooden plug at the pressure end 
and proceed. 

Q. 41. What would you do if you broke the pipe 
leading from the double check valve over to the driver 
brake-cylinders ? 

A. 41. Plug the crossover pipe leading from the 
straight air pipe over to the double check, leaving a 
straight brake to be used on the tender alone; cut out 
the triple valve on the driver brake so as to save the 
air that would be used on the automatic brake. 

Q. 42. What would you do if you broke the pipe off 
leading from the double check over to the tank brake- 
cylinder ? 

A. 42. Plug the straight air train pipe between 
engine and tender, leaving you a straight air-brake 
on the engine; cut the triple valve out on the tender 
so as to save air that would be used on the automatic 
brake. 

Q. 43. What would you do if you broke the pipe off 
196 



between the triple valve and the double check valve, 
either on en^ne or tender? 

A. 43. Cut the triple valve out and proceed, using 
the straight air-brake on engine and tender. 

Q. 44. What would you do if you broke the pipe 
off leading from the brake-cylinder up to the air- 
gauge ? 

A. 44. Plug the pipe and proceed. 

Q. 45. What would you do if you broke the auxil- 
iary reservoir off your engine or tender when you 
have the straight air-brake and the automatic brake 
combined ? 

A. 45. Cut out the triple valve. If the triple valve 
is broken off plug up the crossover pipe at pressure 
end leading from the train pipe over to the triple valve 
land proceed, using the straight air-brake on the 
engine and tender. 

Q. 46. What would you do if you had an engine 
and tender that had the straight and automatic brake 
combined, and you broke the automatic train pipe off 
the engine? 

A. 46. If broken below the cut-cnit cock, close it 
If broken between the cut-out cock and the brake valve 
put the handle to lap position. If the brake valve were 
to leak on lap position, disconnect the nut at the lower 
end of the brake valve on the train pipe side and put 
in a blank washer. 

Q. 47. How would you proceed and get the engine 
ready so as to use the straight air-brake valve to 
operate an automatic brake on tender and train? 

A. 47. First shut the air pump off tight, then place 
the brake valve handle of the automatic brake in full 
release position and leave all of the air out of the main 
reservoir. After that is done take the cap nut off of 
the straight air feed valve and take out the slide valve 
and piston, screw the cap nut back on agaiij tight, then 
start the air pump. While the pump is making air 
blank off the double check valve on the straight air side. 
After that is done couple up the straight air-hose on 
the engine to the automatic hose on the tender. After 
they are properly coupled release the brakes on the 
tender and train by placing the straight air-brake 
valve in application position, which will give you a 
direct opening between the main reservoir and the 
train pipe. After the train is charged up to 70 pounds 
notify the train crew that you are ready to apply the 
brakes. When the signal is given to make an applica- 
197 



tion of the brakes, take the straight air-brake valve 
and place it in release position, graduating the pressure 
out of the train pipe to make a surface reduction. 
After you have made a reduction proper to set the 
brakes, put the straight air-brake valve handle to lap 
position. When the signal is given to release the 
brakes place the brake valve handle in application 
position, which will release the automatic brake. If 
you have a train of cars that are loaded, let your gov- 
ernor be set for 90 pounds. If an empty train, cut the 
governor down to 70 pounds. Now, the excess pressure 
is the pressure shown by the red hand on the duplex 
gauge. When the straight air-brake valve is in lap 
position when you take the slide valve and piston 
out of the straight air feed valve, that gives you a 
direct opening between the main reservoir and the 
train pipe, and also gives you a train pipe register with 
the red hand. 

Q. 48. What would you do if you had an engine that 
had the straight and automatic brake on and a 
whistle train pipe, and you broke the train pipe on 
your engine? 

A. 48. Proceed in the following manner: Take the 
slide valve and piston out of the straight air feed 
valve, blank off the double check; if broken above the 
cutout cock, close it; if broken below the cutout cock, 
drive in a wooden plug, put the automatic brake valve 
handle on lap position, couple the straight air-hose on 
the rear of the engine to the air whistle hose on the 
rear of the engine; then go to the front of the engine 
and couple the whistle hose to the automatic hose, mak- 
ing a circuit of air around the front of the engine, 
placing the straight air-brake valve into application 
position, and proceed. Always bear in mind that you 
should try the brakes before proceeding. 

Q. 49. Located on the pipe leading from the main 
reservoir to the automatic brake valve is a 1-inch T 
with a %-inch outlet; extending from this outlet is a 
%-inch pipe leading over to the pipe bracket to which 
the straight air feed valve is connected. What would 
you do if you broke the pipe off between the T and the 
automatic brake valve? 

A. 49. First plug the pipe on the pressure end and 
proceed the same as Rule 47, but instead of blanking 
off the straight air side of the double check discon- 
nect both unions at the driver brake-cylinders and put 
198 



in blank washers. If the safety valve is screwed into 
the driver brake pipe take it out and take a ^/^-inch 
plug out of the driver brake-cylinder head and put it 
in the pipe in place of the safety valve. Then set up 
the straight air feed valve above main reservoir pres- 
sure. Now, in this case, the straight air-gauge will be 
the register for the automatic brake. 

Q. 50. What would you do if, proceeding the same 
as Rule 49, and you discovered the driver brake triple 
exhaust leaking? 

A. 50. Make a wooden plug and screw it in the ex- 
haust of the triple valve. That leak would show that 
the leather seat was leaking on the automatic side of 
the double-seated check valve. 

Q. 61. What would you do if you were running the 
engine in the backward motion and you broke the 
train air pipe off on the engine? 

A. 51. If broken above the T connection, plug it 
up at the pressure end; if above the cutout cock, close 
it, and proceed' the same as Rule 47, but connect the 
straight air-hose on the rear of the engine to the auto- 
matic hose on the engine. This will render the tank 
brake useless. If, arriving at a place where car in- 
spectors are located, you could get a 1^-inch T and a 
1^-inch reducer to 1 inch, screw that on the train air 
pipe on the tender, screw a hose in the outlet of the 
T and a hose into the end of the T, couple the straight 
air-hose on the engine to the hose on the tender with 
the outlet and the hose on the tender to the automatic 
hose on the engine. That will give you a tank brake 
and a driver brake. Then proceed. Standard signal 
hose and fittings should be used between engine and 
tender for the straight air-brake. With the straight 
air-brake valve with three positions there should be a 
bleed or release cock in service. 

Q. 52. What would you do if you were running the 
engine in the backward motion and you broke the pipe 
off between the T connection and the automatic brake 
valve that supplies the automatic brake and the straight 
air feed valve with air? 

A. 52. Plug the pipe at pressure end, close the cut- 
out cock in the train pipe underneath of the brake 
valve set up on the feed valve above main reservoir 
pressure, blank off both driver brake-cylinders at the 
union connection, remove the safety valve. If on the 
driver brake pipe, take a %-inch plug out of the cylin- 
der head and screw it in where you took out the safety 
199 



valve, couple up the air-hose the same as Rule 51, and 
proceed. 

Q. 53. What would you do if you had an engine with 
the straight and automatic brake combined and a 
whistle train pipe, and you were running the engine 
in the backward motion, and you broke the automatic 
train pipe on the engine so it could not be used at all ? 

A. 53. Shut the cutcock underneath of the brake 
valve and proceed, as in Rule 47. Couple the straight 
air-hose on the engine to the automatic hose on the 
tender, then go to the rear of the tender and couple 
the automatic hose to the whistle hose. Do not inter- 
fere with the whistle hose between the engine and 
tender. Leave the whistle train pipe be your train 
air pipe. Couple the whistle hose on the front of the 
pilot to the train air pipe on your car and proceed, 
doing away with the driver brake only. 

Q. 54. What would you do if you had an engine 
with the straight and automatic brake combined and 
a whistle train pipe, and you were running the engine 
in the backward motion, and you broke the automatic 
train pipe off on the engine? 

A. 54. If broken above the T connection proceed the 
same as Rule 47. Plug the pipe, then couple the 
straight air-hose on the engine to the whistle hose on 
the tender. Then go to the rear of the tender and 
couple the automatic hose to the whistle hose. This 
will give you a tank brake and a driver brake. 

Q. 55. What would you do if you broke both air- 
gauge pipes off leading from the engineer's brake valve 
up to the duplex air-gauge where you had an engine 
with the straight and automatic brake combined? 

A. 55. First plug up the air-gauge pipes at pres- 
sure ends, then disconnect the straight air-hose be- 
tween engine and tender, screw the straight air-hose off 
the engine, drive a wooden plug in the hose tight, put 
the hose on again, clutch the hose together, then take 
the %-inch unions loose at the brake-cylinders and put 
in blank washers. After that is done set up on the 
straight air feed valve above main reservoir pressure. 
Place the straight air-brake valve into' application 
position, using the straight air-gauge for the auto- 
matic register; carry the automatic brake valve in full 
release. If you have an empty freight train set the 
governor for 70 pounds; if loaded let it be set for 90 
pounds. If the safety valve is placed on the driver 
200 



brake-pipe, screw it off and put in a ^/^-inch gas pipe 
'plug out of the cylinder head; that will do away with 
the driver brake. 

REMARKS. 

In using a whistle train pipe on the engine or tender 
to convey the air through so as to represent it as a train 
air-pipe, always cut out the reducing valve that sup- 
plies the whistle train pipe with air. 

There is one thing for an engineer to remember, and 
that is to keep your eyes on the air-gauge, as that is 
the best friend you have. Many times the neglect to 
watch the air-gauge causes great trouble and damage 
to company's property, as the air pump may stop, and 
by having the exhaust pipe of the pump tapped into 
the exhaust jK>rt of the steam cylinder it may not be 
noticeable; but if the attention is given to the air gauge 
that will indicate just what the air pump is doing. 

Emergency valves are placed on engines for the use 
of the fireman in case of emergency, and should be used 
at any time when found necessary. This valve is con- 
nected to the train pipe and has no cutout cock, when 
it is desired to stop a train with this valve by signal; 
otherwise it should be opened, according to necessity, 
and left open until train is stopped. If the pipe were 
to break off betv/een the train pipe T and the valve, or 
if the valve was to become disabled, plug it up and 
proceed. 




Signal Valve 



201 



Reducing Valve 



AIR SIGNAL VALVE. 
WITH ITS DEFECTS AND REMEDIES. 

Q. 1. How much air pressure is carried on a train 
air signal reducing valve? 

A. 1. The train air signal reducing valve on engine 
must be adjusted and maintained to carry 40 to 45 
pounds pressure. It should be tested frequently and 
cleaned once in each three months, or oftener, if neces- 
sary. The signal whistle valve on engine must be 
looked after promptly and replaced with a good one 
whenever it fails to respond to proper blasts from any 
car discharge valve in a train of 12 or 14 cars or 
less; the removed valve to be repaired at once for use. 
The car discharge valves and all strainers must be 
kept free from leaks and obstructions and tested after 
each trip. 

Q. 2. What would you look for if the air whistle 
gives one long blast? 

A. 2. It is often due to a tight diaphragm stem in 
the signal valve or the reduction made to close together 
by the car discharge valve. 

Q. 3. What would you look for if the blasts were 
weak ? 

A. 3. It is often due to a weak regulating spring in 
the reducing valve. So when there is less than 40 
pounds in the signal pipe line, the whistle may be full 
of dirt or it may want adjusting or the passage through 
the lower cap nut may be partly stopped up. 

Q. 4. What would you look for if you had a con- 
stant blow at the signal whistle? 

A. 4. The diaphragm valve stem may be bent or 
the stem held off the seat of the lower cap nut, due to 
dirt or a foreign substance, or the seat may be worn 
out. 

Q. 5. If the signal valve fails to charge, where 
would you look for the trouble? 

A. 5. Port D may be plugged up with dirt or the 
%-inch pipe leading from the signal valve down to the 
whistle train pipe may be screwed down too far in the 
T connections, so as to cut off the supply of air from 
the train pipe up to the signal valve. 

Q. 6. What effect will a loose valve stem have in 
a signal valve? 

A. 6. If the valve stem is too loose a fit in the sig- 
nal valve it will not be affected by small leaks nor will 
it respond to light, quick reductions made by the car 
202 



discharge valve. 

Q. 7. What would you look for if the whistle train 
pipe was not to charge up to the standard pressure? 

.A. 7 First look to see if the reducing valve is not 
stopped up with dirt at main reservoir connection, or the 
reducing valve may be partly cut out, or the pipe 
leading from the main reservoir to reducing valve may 
be partly stopped up with dirt and oil. 

Q. 8. What would you look for if the signal pipe 
would not charge at all? 

A. 8. The pipe leading from the reducing valve to 
train pipe is disconnected, or the pipe leading from 
the signal valve to train pipe is disconnected, or a 
split pipe in the signal line, a hole in whistle hose, in 
winter-time the signal pipes frozen up, or a whistle 
cock leaking on the front of the engine or the rear of 
the tender. 

Q. 9. What would you look for if the signal whistle 
was to work on your engine when tested at the round- 
house or shop, but when connected to train it refused 
to respond to the car discharge valve? 

A. 9. This is often due to a partly stopped-up port 
at the reducing valve or the reducing valve adjusted 
too low. The proper way to find the cause is to take 
one car at a time and try them independently by clos- 
ing the whistle cock on the rear of each car. 

Q. 10. What would you look for if the signal whis- 
tle on your engine was to operate from Car 1, would 
not operate from Car 2, and would work from the re- 
mainder of the train? 

A. 10. It would be the fault of Car 2. The T in 
the train signal pipe would be clogged up with dirt. 
In making a reduction with the car discharge valve 
the air would leak through the dirty screen and fill 
the half -inch pipe from the train whistle pipe up to 
the car discharge valve, so when the car discharge 
valve was operated there would be a heavy discharge 
of air, but it would not affect the train whistle pipe. 

Q. 11. What would you look for if you were to put 
the engine or tender up against the train, couple up the 
whistle hose properly and the party in charge reports 
no air in the train whistle pipe? 

A. 11. The car discharge valve may be open from a 

tight cord or a piece of dirt may have lodged on the 

car discharge valve or seat, or the whistle hose may 

be only partly clutched, or a whistle cock on the rear 

203 



of the train partly open; a broken or split train whistle 
pipe. 

Q. 12. What would you look for if the car discharge 
valve has been operated and there was a good flow of 
air from the valve, and the signal whistle refused to 
respond ? 

A. 12. A tight-fitting valve stem in the signal valve 
chamber, a baggy diaphragm or a port stopped up in 
the lower cap nut, the bell of the whistle come loose, 
worked down and prevented the whistle from sounding, 
or the whistle may be full of dirt or scale. 

Q. 13. What would you look for if the air whistle 
worked O. K. on the engine and train when standing 
at a station, but when the train was in motion and 
the car discharge valve was operated to make a flag 
stop and the whistle on the engine did not respond? 

A. 13. It is due to a window or door in the cab 
being opened and the air whistle extending above the 
window sash or below the top of the door. The air 
blowing against the bell of the whistle while running 
at a high rate of speed destroys the sound of the signal 
whistle. 

Q. 14. When does the signal whistle have a weak 
sound ? 

A. 14. When the bell of the whistle gets loose and 
works itself down too close to the air chamber, or 
when the pressure of air is increased above the stand- 
ard pressure of 40 pounds. 

Q. 15. What will make the signal whistle blow on 
the engine after the train brakes are released? 

A. 15. When main reservoir pressure and the train 
pipe whistle pressure is equal. On releasing the train 
brakes the air comes from the main reservoir into the 
train air-pipe; the train pipe whistle pressure, being 
equal with the main reservoir pressure, flows back into 
the main reservoir. Then the signal whistle keeps 
blowing until main reservoir pressure and train pipe 
whistle pressure become equal. 

Q. 16. Will a small, steady leak in train whistle 
pipe affect signal whistle? 

A. 16. It will not affect the whistle at all. 
Q. 17. What kind of a leak will make the signal 
whistle operate on the engine. 

A. 17. If a whistle train pipe is riding on a bolt or 

any hard substance and causes a hole to wear in the 

pipe, every time the engine gives a surge and the 

pipe should leave the place it is rubbing on it will let 

204 



the air escape, and that will be a reduction of air in 
the train whistle pipe, and the signal whistle will oper- 
ate on the engine. 

Q. 18. What makes the signal whistle give two 
blasts when the car discharge valve is operated? 

A. 18. When the car discharge valve is operated 
improperly or a valve stem is a little loose in the 
valve chamber. 




SLIDE VALVE FEED. 
VALVE DEFECTS. 

Q. 1. What will cause the air pipe pressure to 
register below the standard pressure? 

A. 1. When regulating spring is not adjusted to 
proper regulation or the regulating valve becomes dirty 
and gummed up. 

Q. 2. In what way will a dirty regulating valve 
affect train pipe pressure? 

A. 2. If the regulating valve is gummed or dirty, 
that will allow the air that leaks from the main reser- 
voir by the piston to accumulate in the chamber in the 
rear of the piston, which is known as train pipe pres- 
sure. Just as soon as train pipe pressure and main 
reservoir pressure is equal, then the piston spring will 
move the piston and slide valve over, closing off the 
train pipe opening before train pipe pressure is up to 
the standard pressure for which the feed valve is set. 
205 



Q. 3. How can train pipe pressure be increased 
through a defective regulating valve? 

A. 3. If the regulating valve leaks, that will allow 
the air to pass from the rear of the piston into train 
pipe, and there will not be sufficient pressure retained 
at the rear of the piston to cause equal pressures, and 
under that condition the piston spring will not move 
the piston and slide valve over so as to close off train 
pipe not until main reservoir and train pipe pressures 
are equal. 

Q. 4. What other defect will cause train pipe and 
main reservoir pressures to equalize? 

A. 4. A leaky slide valve or a tight fitting piston 
or a leaky cap nut at the rear of the piston or a leaky 
regulating valve cap nut or a broken piston spring. 

Q. What effect will leaky diaphragms have on 
train pipe pressure? 

A. 5. If diaphragms should leak they will not al- 
low the movement of regulating spring to be accurate, 
and also give a leak of air at the regulating nut. 

Q. 6. What affect will a worn piston have in feed 
valve ? 

A. 6. Main reservoir pressure will feed by the pis- 
ton faster than the regulating valve can pass into the 
train pipe. Then the pressure in the chamber on the 
rear of the piston will equalize with main reservoir 
pressure and the piston spring will then move the pis- 
ton and slide valve over and shut off the train pipe 
pressure before it is up to the standard pressure for 
which it is set. 

Q. 7. What affect will a broken piston spring have 
in a feed valve? 

A. 7. Train pipe pressure will be charged up to 
main reservoir pressure. As there will be but one 
movement to the supply valve and piston, when the 
main reservoir pressure moves the piston back, carry- 
ing with it the supply valve, the train pipe port is kept 
open, and when the pressures of air in train pipe and 
main reservoirs are equal there is no spring to move 
the piston in the opposite direction. 

Q. 8. What affect will a broken piston have in the 
fe^ valve? 

A. 8. There will be no movement to the supply 
valve under that condition; train pipe will not be 
charged up in running position. 

Q. 9. What affect would a feed valve case gasket 
206 



have if there was to be a leak of air from the main 
reservoir to train pipe? 

A. 9. It would cause train pipe pressure to equalize 
with main reservoir pressure. 

TRAIN WHISTLE PIPE. 
DEFECTS AND REMEDIES. 

Q. 1. What would you do if you broke the train 
whistle pipe off on the front of the engine? 

A. 1. Plug the pipe on the front end and proceed 
in that manner. That will give you a signal whistle 
on the engine. 

Q. 2. What would you do if you broke the pipe off 
leading from the signal valve down to the train whistle 
pipe? 

A. 2. Close the cutout cock on the reducing valve 
and proceed. 

Q. 3. What would you do if you broke the train 
whistle pipe off on the rear of engine or tender ? 

A. 3. Close the cutout cock on the reducing valve 
and proceed. 

Q. 4. What would you do if you broke the pipe 
leading from the main reservoir up to the reducing 
valve ? 

A. 4. Plug the pipe at the main reservoir connec- 
tion and proceed. 

Q. 5. What would you do if you broke the pipe off 
leading from the reducing valve down to the train 
whistle pipe? 

A. 5. Close the cutout cock on the reducing valve 
and proceed. 

REMARKS. 

Q. 6. Where is the best location for a reducing 
valve and signal valve on a locomotive? 

A. 6. The signal valve and the reducing valve 
should be located in the cab of the locomotive, where 
good results are obtained at all times. The heat of the 
cab will keep everything dry and nothing will form in 
the signal valve but dry dirt. Where it is convenient 
to hang the whistle downwards directly under the 
whistle valve, and all dirt that passes through the 
air chamber will pass by the bell of the whistle to the 
atmosphere. 

Q. 7. What would you do if you broke the pipe off 
between the T and the governor above the air strainer? 
207 



A. 7. Plug the pipe at pressure end and proceed 
with the use of the air whistle, but control the pump 
with the pump throttle. 

Q. 8. What would you do if you broke the pipe off 
above the air strainer and below the T supplying signal 
reducing valve and governor with air? 

A. 8. Plug the pipe at pressure end and control the 
movement of the pump with the pump throttle. 

Q. 9. What would you do if you broke the pipe off 
above the air strainer and between the T and the sig- 
nal reducing valve, supplying the governor and the 
signal reducing valve with air? 

A. 9. Plug the pipe at pressure end and proceed, 
leaving the governor control the pump. 

Q. 10. What would you do if you broke the pipe off 
above the air strainer and between the signal reducing 
valve and whistle valve? 

A. 10. Close the valve off on the signal reducing 
valve, proceed and control the movement of the pump 
with the governor. 

Q. 11. What would you do if you broke the pipe off 
above the air strainer and between the signal reducing 
valve and the signal valve, or the pipe leading to the 
signal line or the train signal line? 

A. 11. Close the valve off on the signal reducing 
valve, proceed and control the pump with the governor. 

Q. 12. What would you do if you broke the pipe 
off above the air strainer between the T and signal 
reducing valve? 

A. 12. Plug the pipe at pressure end, leaving the 
governor control the pump. 

A. 13. What would you do if you broke the pipe 
off above the air strainer and between the signal re- 
ducing valve and signal valve, or the pipe leading to 
the signal valve line, or the train signal line, 
when using a duplex governor controlling the high 
main reservoir pressure control and the standard pres- 
sure? 

A. 13. Close the valve off on the signal reducing 
valve and proceed, leaving both governors control the 
'pump as before pipe was broken. 



208 



BRAKE PIPE PRESSURE 70 POUNDS. 
Pi^^on travel 4 5 6 7 8 9 10 



Reductions 



7 
10 
13 
16 

19 
22 

25 



25 


23 


18 


13 


11 


8 





49 


43 


34 


29 


25 


20 


17 


57 


56 


44 


38 


34 


29 


24 


57 


56 


54 


48 


42 


35 


29 


57 


56 


54 


51 


48 


40 


36 


57 


56 


54 


51 


50 


48 


44 


57 


56 


54 


51 


50 


48 


47 




14 
20 
24 
32 
39 
45 



Per Cent. 


Greater. 


54 


100 


42 


90 


32 


52 


26 


24 


21 






Less. 


17 


19 


121/2 


40 


9% 


54 


5 


76 



Emergency 22 62 61 bt 59 58 57 56 55 

Pressure located in brake-cylinders with the above 
brake-pipe reductions and variation of piston travel 
under cars and tenders. 

Cylinder 

Pressure. Extra B. Power. 
Piston travel. Pounds. 

4-inch 50 

5-inch 43 

6-inch 34 

7-inch 29 

8-inch 25 

9-inch 20 

10-inch 17 

11-inch 14 

12-inch 9 

Conductors and trainmen, when reading this schedule 
of braking powers, you can easily understand the 
affect of a 4-inch travel in advance of the 8-inch travel 
with a 10-pound brake-pipe reduction. The 4-inch 
travel is in advance of the 8-inch travel. Then you de- 
crease in per cent, as the above schedule shows you. 
Then the 9-inch travel shows you 17 per cent, below 
the standard braking powers. 

Q. 1. How long will it take the brake pipe exhaust 
to remain open in the brake valve when attached to 
train, when a service reduction is made? 

A. 1. That depends on the length of the train. The 
longer the train the longer the brake-pipe exhaust will 
continue to blow. It should continue to blow when a 
reduction of 15 pounds is made, about as follows: 

Cars. Seconds. Cars. Seconds. 

10 6 50 30 

20 12 60 36 

30 18 70 42 

40 24 

With a K triple valve on a long train the seconds 
209 



will decrease somewhat, due to a percentage of brake- 
pipe pressure entering the brake-cylinder. 

Q. 2. How is a good way to tell how many cars you 
have in a train? 

A. 2. Just as soon as brake-pipe exhaust opens start 
and count, and when the exhaust closes stop, and the 
number figures you have counted up to in that time 
will be close to the number of cars attached in a train. 
With a freight train one count represents two cars; 
passenger train, one count one car. 

Q. 3. In making a service application of brakes on 
a freight train, the preceding table will give you the 
amount of reduction necessary to force the pistons out 
and past leakage grooves of different lengths and with 
such force as to increase the braking powers sufficient- 
ly to bring the train under control ready for the second 
reduction to make final stop. Seven pounds reduction up 
to 15, according to the number of cars located in train. 
Look for Question No. 186. This gives you the full 
desired information. 

Speaking of grade work, any man that ever oper- 
ated a train equipped with air-brakes on a level piece 
of track, also one on a grade, must acknowledge that 
there is a vast amount of difference in operating on a 
grade, due to the fact that on a grade it does not al- 
ways require such heavy braking, but it requires it 
oftener, as the retaining valves are all performing their 
duty, after the brakes are released and the triple 
valves have gone to release position, and you only 
desire ample time to recharge the brake-pipe and 
auxiliary reservoirs. That is the main object in grade 
braking, to know just how long to stay in release posi- 
tion and when to apply brakes. Now, to do this brak- 
ing successfully we must have ample time between 
cycles to do it correctly. We must also have ample 
storage of air in the main reservoirs and air pumps to 
perform their duties correctly and quickly. Where 
there are accidents on grade braking the engineman is 
very often condemned, also the train crew, yet their 
part of the work has been done correctly. To do good 
grade braking and do it successfully requires all things 
Necessary to do the work with — good air pumps and 
ones large enough to accumulate air quickly, large 
main reservoirs, good brakes, good retaining valves and 
tight brake-cylinders, cylinders that are in condition to 
stand the proper test. If these things are all combined 
210 



together and are not congenial with one another, grade 
braking with air-brakes alone is not successful, and 
that is not up to the man. It is up to the company or 
the man who placed that engine on the grade by not 
placing one there that has all the necessary equipment, 
and at an investigation the man in charge of it rnay 
suggest to orifice the air pump and find its condition. 
The pump may be in first-class condition, but not large 
enough to provide air for that class of work. Finding 
the air-pump in good condition does not condemn the 
engineer and prove that the operation of his brakes were 
not successful and he was not performing his duties 
correctly. The air-pump and main reservoir supply 
may be correct for level road braking, but for grade 
braking the pump and main reservoir capacity may be 
too small to supply air fast enough between the cycles 
desired to control the train correctly. Post your- 
selves on the air-brake subjects so as to protect one 
another, and if the time comes that it requires an 
argument you will be ready to take care of yourselves 
at all times. When one understands the air-brake 
question and its operations he will then know from day 
to day the engines that can be placed on grades and 
those on the level road braking. He will know whether 
the pumps are large enough; also the main reservoir 
capacity. You all fire engines long enough before you 
are promoted to engineers to find out the necessities 
required on the road on which you are employed. 
CAMP COPPEE. 
CERTIFICATE OF EXAMINATION. 

This is to certify that John E. Smith, aged 23 years, 
has been thoroughly examined as to his knowledge of 
operation and management of the locomotive and air- 
brake. His previous service has been a fireman. He 
has been found competent to fill the position of engine- 
man on any class of locomotives on the railroads of 
the United States or France. 

Signed. ALONZO W. DEAL, SR., 

Machinery Examiner. 

Date: June 24, 1918. 

This certificate is not to be signed by the Machinery 
Examiner unless the applicant presents Card Form 541, 
signed by the Air Brake Examiner and certificate from 
the Examiner on Train Rules. 

Fireman for promotion to engineman must come be- 
211 



tween the age of 23 and 38 years. 

Machinery certificate after the boys passed the de- 
sired average of 85 per cent, on machinery questions. 

MACHINERY QUESTIONS AND ANSWERS USED 

BY MR. DEAL, SR., WHILE TRAINING 

ENGINEERS AND FIREMEN FOR 

OVERSEAS DUTY. 

The names of the different pieces connected with the 
Stephenson valve gear, which are used in connection 
with its operating parts to transmit the power of the 
gear: 




Q. 1. What is an engine? 

A. 1. A mechanical instrument of complicated parts 
which concur in producing an intended effect; a ma- 
chine for applying any of the mechanical powers of 
principal of physics to a particular purpose; a power 
that is derived from steam to propel railroad trains. 

Q. 2. What is a locomotive composed of? 

A. 2. Two stationary engines combined in one work- 
ing from right angles. 

Q. 3. What is a locomotive? 

A. 3. A pair of steam engines supported on wheels 
made to draw or propel a train of railroad cars from 
place to place. This in return is the power of locomo- 
tives. 

Q. 4. What gives the locomotive the power to re- 
tain itself to the rail so as to prevent it from con- 
tinuously slipping? 

A. 4. The adhesion between the wheels and rail 
212 



which forms an adhering or sticking power; the force 
with which different bodies adhere to one another; 
more or less firm adhesion of two parts. 

Q. 5. What is steam? 

A. 5. The invisible elastic fluid into which water is 
converted by heat, water in aeriform or gaseous con- 
dition in a popular sense, water in the state of clouds or 
mist, a visible vapor. 

Q. 6. What is a steam valve seat? 

A. 6. A flat seat provided with steam ports and an 
exhaust port. It is used for sliding valves to admit 
steam to the cylinders and from the cylinders to the 
atmosphere through the action of the slide valve. 

Q. 7. What is a steam chest? 

A. 7. A box attached to the cylinder of a steam 
engine in which the sliding valves work. 

Q. 8. What is a slide valve? 

A. 8. A valve which slides on or off of its aper- 
ture; it has a cavity located in its under side capable 
of connecting two apertures together, while the third 
one is closed. 

Q. 9. What is a steam cylinder? 

A. 9. The cylinder of a steam engine in which the 
movable disk or piston moves. 

Q. 10. What is an aperture. 

A. 10. An opening admitting or discharging steam 
from one point to another. 

Q. 11. What is a steam dome? 

A. 11. A dome-shaped structure on a steam boiler 
for receiving the steam generated and allowing it to be 
drawn into the steam pipe free from the fine spray or 
mist which is apt to accompany it when drawn off near 
the surface of the boiling water. 

Q. 12. What is a throttle box? 

A. 12. A box located in the dome in which the 
throttle valve is located. 

Q. 13. What is a throttle valve? 

A. 13. A valve consisting of a partition, commonly 
placed in the throttle box and connected to the stand- 
pipe, which is connected to the dry pipe, and is used to 
measure the supply of steam to the steam chests and 
steam cylinders of a steam engine. 

Q. 14. What is a stand pipe? 

A. 14. A pipe connected to the throttle box and dry 
pipe. 

Q. 15. What is a dry pipe? 
213 



A. 15. A pipe that is connected to the stand-pipe 
and the front flue sheet. 

Q. 16. What is a T head or, commonly speaking, a 
nigger head? 

A. 16. A connection made to the front flue sheet 
and dry pipe and located in the smoke arch, and is used 
in connection with the steam pipes leading to the right 
and left hand steam chest. 

Q. 17. What is a steam pipe? 

A. 17. A pipe connecting the T head to the steam 
pipe leading to the steam chests, and is used to convey 
steam to the steam chests. 

Q. 18. What is a valve yoke? 

A. 18. A yoke connected around the valve with a 
stem attached so as to be united with a valve rod. 

Q. 19. What is a valve rod? 

A. 19. A rod used to connect the valve stem and 
rocker-arm together, so as to be used at a point of 
measurement to control the action of the valve and 
stem. 

Q. 20. What is a rocker-arm? 

A. 20. A part of a steam engine that control the 
action of a valve on a movable point in the same 
direction or in the opposition direction; a contrary 
motion. While one part ascends the other descends. 
Oblique motion — when one part is ascending the other 
is descending, while the other keeps on the level. 

Q. 21. What is a rocker-arm composed of when 
complete that is used on a locomotive? 

A. 21. A rocker-arm and box. The rocker-arm is 
an arm attached to a centre rod in a centerpoint, 
one extending upright and the other downward, and 
when in service is working in different positions. While 
one arm is on a forward move the other arm is moved 
in the opposite direction, while the center line remaina 
on the level. 

Q. 22. What is a link? 

A. 22. Link — ^to connect or unite one part to the 
other. 

Q. 23. What is meant by link motion? 

A. 23. Link motion, communicated by links, a term 
applied particularly to a system of gearing reversing a 
locomotive engine. 

Q. 24. What is an eccentric? 

A. 24. A circle not having the same circle within 
another circle; when one is less within another. 

Q. 25. For what is an eccentric used? 
214 



A. 25. A part of a steam engine by which the 
valves are made to open "and close alternately by a 
circular disk attached to the crankshaft and revolving 
within a strap or ring, and having its axle of revolu- 
tion on one side of the center. 

Q. 26. What is an eccentric gear? 

A. 26. The parts which transmit the motion of the 
feccentric. 

Q. 27. What is an eccentric strap? 

A. 27. A band of iron which embraces the circum- 
ference of the eccentric and which it moves. 

Q. 28. What is an eccentric rod ? 

A. 28. The rod that transmits the motion of the 
eccentric. 

Q. 29. What is an eccentric rod jaw? 

A. 29. The front part of the eccentric rod connect- 
ing to link. 

Q. 30. Link saddle? 

A. 30. Saddle connecting from one side of link to the 
other. 

Q. 31. Link saddle pin? 

A. 31. Connected to link saddle and link lifter. 

Q. 32. Link lifter? 

A. 32. Connecting to link saddle pin and tumbling 
shaft arm. 

Q. 33. Link block? 

A. 33. Link block is a block to which the link rides 
over. 

Q. 34. Link block pin? 

A. 34. The pin that connects the link block and link 
to the rocker-arm 

Q. 35. What is a tumbling shaft? 

A. 35. A shaft with four arms extending outward — 
one to be used for a connection to the reach rod and the 
other two to be connected to the link lifters; the fourth 
connecting the reverse spring, 

Q. 36. What is the use of the fourth arm attached 
to a tumbling shaft? 

A. 36. To be used in connection with the reverse 
ypring located in the reverse spring casing. 

Q. 37. What is the use of the reverse spring? 

A. 37. The use of the reverse spring is to assist the 
engineer in lowering and reversing the link motion. 

Q. 38. How is this spring connected up ? 

A. 38. It is connected to the tumbling shaft arm and 
connected to a cross brace over the frames. The weight 
215 



of the link, with its depending eccentric rods, is counter- 
balanced by a helical spring in the reverse spring casing. 
Ihe engineer can thus rock back and forth the reverse 
i»3ver, raising and lowering the link without exerting 
force that would be otherwise required. 

Q. 39. What is a valve rod bolt? 

A. 39. The bolt that connects the valve rod to the 
r>cker-arm. 

Q. 40. What is a link bolt? 

A. 40. A bolt that connects the link together, and is 
ncated at each end of the link. 

Q. 41. What is a link saddle bolt? 

A. 41. A bolt that connects the link saddle to the 
link. 

Q. 42. What is the use of the reverse lever ? 

A. 42. The reverse lever is connected to the frame 
and over the quadrant; the reach road is connected to the 
reverse lever and tumbling shaft arm, and is used to 
operate the operations of the link so as to be operated 
by the engineer. 

Q. 43. When is the greatest tractive force of a locomo- 
tive required? 

A. 43. The greatest tractive force in a locomotive 
is required at starting, when the link must be in full gear 
and the valve full travel. Due to a slow speed of start- 
ing, small lead is required; at high speeds much less 
tractive force is required, and the link must be placed 
in part gear. More lead is also required at high speeds. 
These conditions are best met by the open-rod construc- 
tion. Cross rods have the advantage that, due to the 
smaller lead at midgear, the engine locomotive can be 
more certainly stopped by bringing the middle of the 
link opposite the block. 

FIRST QUESTIONS USED IN EXAMINING RAIL- 
ROAD FIREMEN TO BE PROMOTED TO 
ENGINEERS. 

Q. 1. What is the first duty of an engineer? 

A. 1. First, read the bulletin board carefully so as to 
be sure you understand all bulletins posted. 

Q. 2. What is the second duty of an engineer? 

A. 2. If a place where the standard time is located, 
compare your watch, so as to understand you have the 
correct time. 

Q. 3. What is the third duty of an engineer? 

A. 3. Report to the roundhouse foreman or man in 
216 



charge and ascertain the number of the locomotive you 
are to receive for your train. 

Q. 4. What should you do after you are notified of 
the number of the locomotive to be in your charge ? 

A. 4. First, inspect the interior of the firebox and 
note its condition; second, look after the water condi- 
tions in the boiler. If the water is O. K., test both in- 
jectors, make a complete inspection of the locomotive; 
see if the proper tools are located in the toolbox and 
the necessary supplies; then see that the locomotive is 
properly oiled and lubricator in proper condition. 

Q. 5. What attention should be given to the boiler 
attachment, such as gauge-cocks, water-glass, lubri- 
cators, etc.? 

A. 5. See that the gauge-cocks can be opened, steam 
and water to pass through them freely; notice the con- 
dition of the water-glass, see if the water is moving up 
and down in the glass; see that the steam valve is open 
at the top of the glass, and the water valve at the bot- 
tom of the glass can be opened and closed, allowing 
water and steam to circulate through the glass. 

Q. 6. Do you consider the water-glass safe to run 
by, if the water in the glass is not moving up and 
down, while the engine is in motion? 

A. 6. No; water must move freely in the glass. 

Q. 7. When an engine is disabled while en route, 
what is the first thing you should do before starting to 
disconnect ? 

A. 7. First, it is proper to see that the train is pro- 
tected; next, make an examination of the broken parts; 
do not remove more than necessary. If train can be 
moved, proceed to the nearest side-track. If unable 
to repair, ask for help. Always proper to clear main 
track if possible. 

Q. 8. Describe how the steam travels from the 
boiler to the cylinders. 

A. 8. Steam passes the throttle valve to the throttle 
box, to the stand-pipe, to the dry pipe, to the T head in 
the front end of the smoke-box, through the steam pipes 
to the steam chests. A slide valve or piston valve is 
located in the steam chests that distributes the steam 
to the steam cylinders through suitable ports, and out 
through the same ports to the exhaust cavity to the ex- 
haust port to the atmosphere. 

Q. 9. How should the water be carried in the boiler 
under normal conditions? 

217 



A. 9. That is directly up to the design of the boiler 
and locomotive. Some carry water in their boiler far 
better than others. As near as possible two gauges of 
water level showing steam and water in the third gauge 
cock when operating throttle. 

Q. 10. Is there any advantage in having the boiler 
moderately full when leaving a station or before start- 
ing to pull up-grade ? 

A. 10. Yes; it gives the locomotive an opportunity 
to generate steam; also the fire a chance to bum prop- 
erly. 

Q. 11. What would you do in case you lost sight of 
water, both out of the water-glass and gauge-cock 
No. 1? 

A. 11. Draw fire at once. Never undertake to open 
the throttle and try to raise water over a hot crown- 
sheet. 

Q. 12. What would you do to prevent engine from 
freezing if the fire had to be drawn in cold weather? 

A. 12. Open cylinder-cock, blow water out of cylin- 
ders and steam channels, drain the boiler and lubricator, 
break all steam-pipe joints where water is liable to 
lodge, drain air system, pump and reservoirs. An ounce 
of prevention is better than one pound of cure. 

Q. 13. How can you tell if an engine is foaming or 
supplied with two much water? 

A. 13. When a boiler is foaming the water riles and 
moves very fast in the water bottle. If too much water 
is supplied the water v/ill move under a normal condi- 
tion. 

Q. 14. What would you do to overcome a foaming 
boiler ? 

A. 14. Close in on throttle very easy and note the 
movement of water in the bottle. If the water starts 
to drop, it proves the boiler is foaming. Open throttle, 
put both injectors to work and note condition of water, 
closing throttle very slowly. 

Q. 15. After closing throttle, you noticed the water 
bottle remains full, what does that indicate? 

A. 15. Proves too much water has been supplied to 
the boiler. Avoid use of injectors until water is at its 
proper height. 

Q. 16. Under the above conditions, what is necessary 
to protect steam chests and cylinders? 

A. 16. Cylinder-cocks to be left open until surplus 
of water has been used. 

218 



Q. 17. If cylinder-cocks are not used properly, what 
is liable to happen? 

A. 17. Leaky cylinder heads, steam chest joints leak- 
ing, knocking out cylinder heads, cutting valves, break- 
ing packing rings, stalling the engine. 

Q. 18. Is there any more water used when an engine 
foams than when the water is being carried properly? 

A. 18. Yes; when an engine's boiler is foaming it is 
throwing water away; there is water wasted. 

Q. 19. Does the water remain at the same level 
when the throttle is closed? 

A. 19. No; water drops according to the way the 
engine is being worked. If with a light throttle it will 
drop very little; but when the engine is being worked 
hard and the throttle is wide open, then it will drop 
accordingly. 

Q. 20. What would you do, in taking charge of an 
engine, if you should find the fire-box dry, a good hot 
fire, plenty of water in the tender, and when going up 
in the cab you tried the gauge-cocks and discovered no 
water in the boiler? 

A. 20. Notify the proper authority at once. 

Q. 21. What would you do if you had a bad leak or 
burst flue? 

A. 21. Plug it, if possible. If in the fire-box end, 
take a sapling which is whip-shape, put it in the burst 
flue, and force it in with the hoe; the fire will bum the 
sappling off up to the flue. If a bottom flue, cover it 
with ashes or green coal. Under these conditions, you 
are liable to maintain sufficient pressure of steam to 
move the train. 

Q. 22. How can you tell if the dry pipe is leaking or 
the throttle leaking ? 

A. 22. When the throttle is closed and the engine is 
quiet, open the cylinder-cocks; if dry steam appears, 
throttle leaking; if water appears, dry pipe leaking. 

Q. 23. What kind of oil would you use to oil an in- 
jector ? 

A. 23. Crude or black oil. Crude means earth. Black 
oil is a combination of crude oil and kerosene. 

Q. 24. Would you use lard oil or valve oil in an in- 
jector ? 

A. 24. Never use oil that contains animal fat, as it 
will make the boiler foam, and cylinder oil is too heavy 
to be used in an injector. 

Q. 25. What will steam do, air or water, when put 
219 



under a pressure enclosed in a pipe or cylinder? 

A. 25. Steam will expand; air will compress; water 
is only weight. 

Q. 26. Can water be compressed ? 

A. 26. No; water cannot be compressed. 

Q. 27. What damage is done to cylinders, cylinder- 
heads, steam chests and packing if you slip an engine 
when water is accumulated in the cylinders and chests ? 

A. 27. It is liable to break a cylinder, knock out 
cylinder heads, break steam chests, studs and break 
packing rings. 

Q. 28. What would you do in case you ran out of 
water while en route? 

A. 28. Proceed to the first telegraph office and find 
out if there is a train approaching. If there is, cut loose 
from the train and couple up to the train that is ap- 
proaching and let it pull you to the water station. 

Q. 29. What would you do if there was no train in 
sight? 

A. 29. If I could not proceed to the water station 
with the light engine, would draw fire. 

Q. 30. How many points are there in a steam chest 
and cylinder of a locomotive? 

A. 30. Five. Name them? Admission of steam, 
expansion, compression, release and exhaust. 

Q. 31. What is meant by admission of steam? 

A. 31. When steam is being admitted to the cylinder 
through the movement of the valve in the steam chest. 

Q. 32. What is meant by expansion? 

A. 32. Steam expanding in the cylinder. 

Q. 33. What is meant by compression ? 

A. 33. Steam compressing between the piston head 
and cylinder head. 

Q. 34. What is meant by release ? 

A. 34. When the valve covers the steam port and will 
not admit any more steam to the cylinder. 

Q. 35. What is meant by exhaust? 

A. 35. When the steam port and exhaust port are in 
communication with one another exhausting steam to the 
atmosphere. 

Q. 36. How is the steam exhausted to the atmos- 
phere ? 

A. 36. When the steam port and exhaust port in the 
valve seat are in communication with one another 
through the exhaust cavity in the slide valve. 

Q. 37. What is the meaning of outside admission of 
220 



steam to a valve ? 

A. 37. When the steam is admitted to the cylinder 
on the outside edge of the valve. 

Q. 38. What is the meaning of inside admission of 
steam to a valve ? 

A. 38. When the steam is admitted to the cylinder 
on the inside edge of the valve. 

Q. 39. Where is the exhaust port located on an out- 
side admission engine? 

A. 39. The exhaust port is located on the valve seat 
in the centre of the seat, between the two steam ports. 

Q. 40. Where is the exhaust port located on the 
valve seat of an inside admission engine ? 

A. 40. The exhaust port is located at each end of the 
valve seat. 

Q. 41. Does the slide valve work in the same direc- 
tion as the piston when starting to admit steam to the 
cylinder at the beginning of the stroke? 

A. 41. On an outside admission engine the slide valve 
works in the same direction as the piston when start- 
ing to admit steam to the cylinder. 

Q. 42. Does the inside admission engine valve work 
in the same direction as the piston when starting to ad- 
mit steam to the cyclinder on the beginning of the 
stroke ? 

A. 42. No; to admit steam to the cylinder at the be- 
ginning of the stroke on an inside admission engine the 
valve works in the opposite direction from the piston 
when starting to admit steam to the cylinder. 

Q. 43. How would you locate a pound on an engine? 

A. 43. Place the engine's driving wheels on top quar- 
ter of side you desire to locate the pound, block the tank 
and truck wheels, have the fireman give engine steam, 
then reverse the motion of the valve gear several times, 
noticing the point where pound is visible. 

Q. 44. What position would you locate fhe driving 
wheels or the crank-pin to key up the back end of the 
main rod? 

A. 44. On the forward dead center. 

Q. 45. Why would you locate the crank- pin on the 
forward dead center? 

A. 45. First, remember if there is a half-inch clear- 
ance over all in the cylinder of the engine; there must 
be a division of clearance back and front for the piston. 
Therefore, the rear end will receive three-sixteenths 
clearance and the front end five-sixteenths clearanco 
221 



so as to allow to key the main rod ahead. 

Q. 46. What other results are obtained by keying the 
back end of the main rod on the forward dead center? 

A. 46. That is where the largest part of the pin is 
located, and when keying up a back end of a main rod, 
if the rod brass is movable at that point, it is movable 
on all other points on the pin. Again, you can always 
notice how far you have keyed the main rod ahead in 
relation with the clearance mark located on the guides. 

Q. 47. What position would you locate the main 
pin so as to key up the front end of the main rod? 

A. 47. Always locate the main pin on the top or 
bottom quarter, as this will give you the largest part of 
the cross-head pin or wrist pin. If the brass will move 
at that point it will move at all other positions in which 
the main rod is placed. 

Q. 48. What position would you place the crank pins 
in so as to key up a ten-wheel engine or an engine with 
more than ten wheels ? 

A. 48. Always locate the wheels so the pins on one 
side are on the dead center and start at the main pin to 
do the keying up. 

Q. 49. Is it proper to set up the wedges before key- 
ing up the side rods? 

A. 49. If wedges are to be set up, never start to 
key up rods until wedges are all properly set up. 

Q. 50. In cases where the wedge bolts become 
broken while en route, how can they be kept in their 
proper positions ? 

A. 50. By applying blocks between pedestal brace 
and wedge. 

Q. 51. Is there danger of the wedge working up and 
fastening itself between box and pedestal? 

A. 51. No; not as long as the wedge is properly 
oiled. 

Q. 52. If the piston head is loose on piston rod, will 
it pound? 

A. 52. It will be noticeable as soon as the throttle 
is closed, as the main rod must move the piston and rod 
through the action of the wheel. 

Q. 53. What benefit are relief valves tp a locomotive 
cylinder ? 

A. 53. Relieves the back pressure when the valve and 
piston are being trolled after the throttle is closed. 

Q. 54. What would you do if you lost a relief valve 
out of the steam chest or cylinder while en route ? 
222 



A. 54. In some cases the regulating nut in a high- 
speed reducing valve can be screwed in for temporary 
repairs. 

Q. 55. How would you proceed and set up wedges ? 

A. 55. Screw the wedge up until it is tight, then re- 
verse the wedge bolt and pull the wedge down one quar- 
ter of a turn of the bolt. After the wedge is in the 
proper position reverse the bolt again until the head of 
the wedge bolt just touches the upper part of the wedge. 
In that position the wedge will not move down. 

Q. 56. What position would you locate the engine 
to set up wedges ? 

A. 56. Place two small nuts on the rail, move the 
engine back slowly. The moment the nuts come in con- 
tact with the wheels the boxes will go tight against the 
shoes. The jamming of the wheel ahead and the weight 
of the engine, back against the box, so the wedge is 
easily moved. 

Q. 57. What other course can be taken to set up 
wedges ? 

A. 57. If wedges are to bet set up on both sides, with 
one setting of the engine, place the right crank-pin on 
the forward top eight, using brake; also give engine a 
little steam in forward motion to draw weight of engine 
against the shoe. 

Q. 58. What is liable to result from a loose piston- 
rod key or main wedge down ? 

A. 58. Broken front cylinder-head. 

Q. 59. What would you do if you received a locomo- 
tive just out of the shop, and when proceeding over the 
road light you discovered a bad knock in the cylinder 
just as soon as the throttle was closed ? 

A. 59. Immediately open throttle lightly, so as to 
form a cushion of steam. That indicates the main rod 
is not lined up properly. 

Q. 60. What damage can be done if pedestal braces 
become loose and the brace works down? 

A. 60. Broken cylinder-head, by fore and aft move- 
ment of driving box, account of wedge and shoe being 
down out of place. 

Q. 61. How would you locate the leak in a steam 
pipe or dry pipe leaking at the flue sheet? 

A. 61. Fill the boiler up with water until the in- 
jector breaks, apply brakes, keep cylinder-cocks closed, 
then open the throttle, noticing steam pipe joints to see 
if leaks develop. The object of filling the boiler full, 
223 



the water being the heavier of the two pressures, will 
always follow ahead of the steam. 

Q. 62. How do you locate the trouble whether your 
eccentric has slipped loose bolts in strap eccentric rod 
loose on the strap or valve yoke cracked? 

A. 62. When engine's valves are out of square. 

Q. 63. If the exhaust should get out of square on a 
trip, what does it indicate? 

A. 63. Loose eccentrics, bushing cut out or cylinder 
packing broken. 

Q. 64. Is there anything else not mentioned which 
would affect the exhaust or the sound of the exhaust ? 

A. 64. Different size ports, cylinders and valves or 
exhaust tip blown out of exhaust pot. 

Q. 65. How would you set a slipped eccentric ? 

A. 65. Place the disabled side on the dead centre. 
If throttle leaks a little steam, apply the driving-wheel 
brake, move eccentric until steam presents itself at 
cylinder-cock. If it is forward motion eccentric, place 
it on the forward dead center; if it is the back motion 
eccentric, on the back dead centre. If you have a tight 
throttle, open up the cylinder lubricator to the disabled 
side just so as to admit a sufficient amount of steam 
to show at cylinder-cock when valve is moved to open 
the steam port. 

Q. 66. How can you determine which eccentric has 
slipped? 

A. 66. Knowing the position of the eccentrics in 
relation to the crank-pin. An inspection would show 
which one has slipped. 

Q. 67. How does the eccentric stand in relation to 
the crank pin? 

A. 67. The forward motion eccentric follows the 
crank-pin and the back motion leads the crank-pin. 

Q. 68. How can you easily locate the positions of the 
eccentrics ? 

A. 68. The eccentrics are usually opposite the third 
spoke in the driving wheel; sometimes ahead of the 
crank-pin, sometimes behind the crank-pin, depending on 
the action of steam travel through the valve. It may be 
an inside admission or an outside admission valve, a 
forward or backward eccentric. 

Q. 69. How are eccentrics kept in their place on the 
axle? 

A. 69. Some by set screws, others by keys and set 
screws. This late day you will seldom find an eccen- 
224 



trie held in its place just by set screws. 

Q. 70. If you discovered a hot eccentric, what would 
you do to overcome it? 

A. 70. Slack the bolts off at the eccentric straps just 
sufficient to allow it to move on the eccentric. 

Q. 71. What would you do if you broke a forward 
motion eccentric strap or rod? 

A. 71. Take down the broken parts, disconnect valve 
rod, cover ports, and proceed one-sided. 

Q. 72. What would you do if you broke a back mo- 
tion eccentric strap or rod ? 

A. 72. Secure the bottom of link so it will not turn 
over, work engine full stroke and proceed. 

Q. 73. What would you do if you broke a backward 
motion eccentric strap, and rod was in good condition ? 

A. 73. Remove the three bolts out of the back mo- 
tion eccentric rod from the broken strap, take the center 
bolt out of the forward motion strap and rod and couple 
the back motion eccentric rod to the forward motion 
strap, making a stationary engine out of that side, and 
proceed. You can only operate the engine in the for- 
ward motion, but you get the benefit of both engines. 

Q. 74. Is it advisable to put water on a hot eccen- 
tric strap? 

A. 74. No; it is liable to crack it or break it. 

Q. 75. What would you do if you broke the top or 
bottom rocker-arm? 

A. 75. Be sure and see that the rocker-arm will 
clear everything, so as to do no damage centre valve, 
and proceed one-sided. 

Q. 76. What would you do if you broke link h'anger 
or pin? 

A. 76. Put a small block over top of link block and 
proceed. 

Q. 77. If in a position so you could find no block, 
what would you do ? 

A, 77. Ball up a piece of waste and put in on top of 
the link block, so as to prevent the block from striking 
the top of link. 

Q. 78. What would you do if the arm was broken 
off the tumbling shaft so the reverse lever could not be 
operated or the reach rod or quadrant ? 

A. 78. Block between the frame and tumbling shaft 
arm with a block, place links in position to operate en- 
gine, and proceed. 

Q. 79. What would you do if arm broke off tumbling 
225 



shaft that was connected to the link-lifter ? 

A. 79, Block over the top of link in desired position, 
and proceed. 

Q. 80. What would you do if the link block pin was 
broken ? 

A. 80. Disconnect the valve rod and center valve, 
and proceed one-sided. See that the lower connection 
of rocker-arm clears link. 

Q. 81. What would you do if a piston gland or stud 
was broken ? 

A. 81. If there are four studs, and only one or two 
were broken, you can proceed; but if repairs cannot be 
made disconnect valve road center ports, and proceed 
one-sided. 

Q. 82. Describe a piston rod and its parts. 

A. 82. A rod; one end is attached to cross-head, and 
on the other end is a piston-head, which is located in the 
cylinder, secured by jam nuts. The piston has grooves 
encircled around it in which rings are fit in the grooves 
so they will fit the cylinder in which they operate. 

Q. 83. How is a slide valve constructed? 

A. 83. The valve is rectangular in shape, with valve 
strips and springs. The springs are located under the 
strips which hold the strips up against the pressure 
plate. Located on the under side of the valve is an ex- 
haust cavity so as to allow the steam to pass from the 
steam port to the exhaust port in the valve seat. 

Q. 84. Explain how the valve strips and springs are 
constructed. 

A. 84. They are strips made of steel or cast iron, 
which set in the grooves on top of the valve, and are held 
in their places by elliptic springs. 

Q. 85. If there is a blow in the engine, can you tell 
if it is a valve blow or a bar blow caused by the strip 
being fastened in the groove ? 

A. 85. A balance bar blow will be a continuous blow, 
the same as a valve blow; but the difference can be told 
by the operating of the reverse bar. 

Q. 86. If there was a blow in the engine, can you 
tell whether it was a valve blow or a piston blow? 

A. 86. A blow from a valve is a constant blow; a 
cylinder piston packing blow is strong on the start of 
the stroke and lessens as stroke is completed. 

Q. 87. How can you tell on which side the balance 
bar strip is down or the elliptic spring broken. 

A. 87. Place the engine on the dead centre, put the 
226 



brake on, open the throttle and rock the reverse lever 
backwards and forwards. If the valve motion reverses 
hard that proves it is on the opposite side — the side 
that is located on the quarter. If it reverses all right, 
place the opposite side on the dead center and test in 
the same manner. 

Q. 88. What effect will a broken spring or strip have 
on an engine? 

A. 88. There will be a constant blow out of the 
exhaust of the locomotive. 

Q. 89. What is the object in testing for a balance 
bar blow in that manner ? 

A. 89. When the engine is placed on the dead cen- 
ter, the valve on that side will move only the amount of 
given lead when the reverse lever is rocked back and 
forwards, while the side on the quarter will have the 
full travel of the valve. 

Q. 90. What is meant by given lead of the valve ? 

A. 90. The amount of opening allowed at the edge of 
the valve, so steam can be admitted to the cylinder on 
the start of the piston. 

Q. 91. What is meant by lap of the valve? 

A. 91. When the edge of the valve laps over the 
steam port, so no steam is admitted to the cylinder on 
the start of the piston. 

Q. 92. If the valve has a l-16th of an inch lead and 
the locomotive is placed on the dead center, how far 
will the valve move when the reverse lever is moved 
from the forward end of the quadrant to the rear of the 
quadrant ? 

A. 92. One-sixteenth of an inch only. 

Q. 93. How far will the valve travel with the engine 
located on the quarter on the opposite side? 

A. 93. Full travel of the valve. 

Q. 94. What defects can occur to balance bar strips 
so as to cause them to have a blow? 

A. 94. Strips stuck down in the grooves, broken 
springs, strips placed in the grooves too tight, the 
strips getting dry due to lack of lubrication. 

Q. 95. What would you do with an engine with a 
broken piston or a broken cylinder-head? 

A. 95. If piston is broken, remove front cylinder- 
head and taken broken pieces out of the cylinder. If 
the head is broken remove the broken pieces so they 
will not be liable to drop back in the cylinder, centre 
valve, and proceed one-sided. 
227 



Q. 96. What would you do if you broke a valve 
yoke? 

A. 96. Disconnect valve rod from rocker-arm, cover 
parts, and proceed one-sided. 

Q. 97. How would you start to secure valve if the 
stem was broken off valve yoke? 

A. 97. If there is a relief valve in the front of the 
steam chest, screw it out. Cover the port by moving 
the valve stem up close to the valve. After you have 
disconnected from the rocker arm, then cut a block to 
fit between the valve and the relief valve, secure the 
valve stem tight, then screw the relief valve back in its 
place, and proceed. 

Q. 98. "What action must be taken to provide for 
Jubrication before proceeding? 

A. 98. If there is a lubricator feed to the cylinder, 
proceed; if none, provide for lubrication through indi- 
cator plugs. 

Q. 99. What would you do if you broke a valve 
yoke and you had no relief valve located in the front 
end of steam chest? 

A. 99. Disconnect valve rod from rocker-arm, push 
valve all the way ahead, take down the ma/n rod, push 
piston ahead in cylinder, block cross-head, and proceed. 

Q. 100. What precaution must be taken when piston 
is blocked at forward end of cylinder? 

A. 100. See that the front crank-pin will clear cross- 
head; take out indicator plug in front of cylinder or front 
cylinder-cock. 

Q. 101. What would you do if you had a broken valve 
seat? 

A. 101. Test first, to see where the seat is broken; if 
broken between exhaust port and steam port, cover 
valve seat ports and proceed, 

Q. 102. What would you do if broken at either end 
of the seat? 

A. 102. Disconnect the main rod, move piston to 
accommodate break. If broken on the front of seat, 
move the piston in the cylinder back. If broken on rear 
of seat, move the piston in the cylinder ahead, block 
cross-head, and proceed one-sided. Always remember 
to remove cylinder-cock or indicator plug out of cylinder 
at the opposite end of cylinder to which the block is 
located. 

Q. 103. How can you tell which side of the valve seat 
is broken ? 

228 



A. 103. When the engine starts to take steam in the 
front end of the cylinder, if there is a blow out of the 
exhaust port it proves that the bridge between the steam 
port and exhaust port is broken in the front of the valve 
seat; if on the opposite move, the back bridge is broken 
between the steam port and exhaust port. 

Q. 104. How can you tell whether the valve seat is 
broken on the front end of the valve or the rear end? 

A. 104. Center the valve on the disabled side, open 
the cylinder-cock; if steam comes out of the front cylin- 
der-cock when throttle is open it proves that the valve 
seat is broken on the front of the valve; if out of the 
back cylinder-cock, it proves that the seat is broken on 
the back of the valve. 

Q. 105. What is liable to happen with a broken valve 
seat. 

A. 105. Pieces are liable to work their way down 
through the steam ports to the cylinder and break a 
cylinder-head or piston; pieces are also liable to catch 
between the valve and valve seat and disable the valve- 
rigging. 





WALSCHAERT VALVE GEAR. 
This locomotive, 416, equipped with the Walschaert 
valve gear, was used while training the locomotive fire- 
229 



men to be used as engineers in France or Siberia, and 
Also to be used in the United States as engineers when 
they return home. The writer will guarantee they can 
take an examination on any railroad in this country or 
a foreign country for the above position. 

Q. 106. What benefit is a Walschaert valve gear 
engine to a Stephenson valve gear in regards to a 
locomotive engineer looking for defects or when oiling 
the valve motion? 

A. 106. The Walschaert valve gear, being located 
on the outside of the frames of the engine, makes all 
working parts visible and easier to approach than the 
Stephenson valve gear? 

Q. 107. What care does the Stephenson valve gear 
need over the Walschaert valve gear? 

A. 107. No more care. All valve gears must be 
looked after and oiled properly to receive proper results. 

Q. 108. Where is the return crank located? 

A. 108. It is connected to the main pin. 

Q. 109. Where is the eccentric rod connected? 

A. 109. Connected to the return crank and foot of 
link. 

Q. 110. Where is the link block-lifter connected? 

A. 110. Connected to the radius rod and reverse shaft 
arm. 

Q. 111. Where is the link connected? 

A. 111. Connected to the reverse shaft support and 
link support. 

Q. 112. Where is the radius rod connected? 

A. 112. Connected to link block-lifter, link block 
and combination lever. 

Q. 113. Where is the cross-head arm connected? 

A. 113. Connected to cross-head and union link. 

Q. 114. Where is the union link connected?/ 

A. 114. Connected to cross-head arm and combina- 
tion lever. 

Q. 115. Where is the combination lever connected? 

A. 115. Connected to union link, radius rod and 
valve rod cross-head. 

Q. 116. Where is the valve rod cross-head connected? 

A. 116. Valve rod and combination lever. 

Q. 117. Where is the reach rod connected? 

A. 117. Reverse shaft arm and reverse lever, 

Q. 118. Where is the valve rod connected? 

A. 118. Valve stem and valve rod cross-h^ad. 

Q. 119. Where is the valve stem connected? 
230 



A. 119. Valve rod and valve, located in the valve 
chamber. 




Q. 120. What does Figure No. 1 indicate? 
A. 120. A link blocked so as to proceed in forward 
motion. 




Q. 121. What does Figure No. 2 indicate? 

A. 121. Valve blocked, combination lever and union 
link removed. Radius rod raised and chained to foot- 
board, proceeding one-sided. 
231 




Q. 122. What does Figure No. 3 indicate ? 

A. 122. Main rod down, cross-head blocked, back 
cylinder-head removed, combination lever and union 
link removed. Indicates an outside admission engine. 



W ' 


1 






A 


-^^^^^^ 


*i.. 


M 


^ 






^ 



Q. 123. What does Figure No. 4 indicate? 

A. 123. Union link broken or cross-head arm, com- 
bination lever fastened to cylinder-cock, radius-rod 
chained up so as to clear combination lever. 
232 




Q. 124. What does Figure No. 5 indicate? 

A. 124. Back end of radius-rod extension broken, 
link block-lifter removed, link blocked so to proceed in 
forward motion. 




Q. 125. What does Figure No. 6 indicate? 

A.fll25. Return crank, eccentric rod or foot of link 
broken, link block-lifter disconnected, link block blocked 
in center of link. 

Q. 126. What would you do if you broke a link block- 
lifter tumbling shaft arm or reach rod? 

A. 126. Block link so as to proceed in forward mo- 
tion. 

Q. 127. What would you do in case of a broken 
crank, eccentric rod or foot of link ? 

A. 127. Would remove the broken parts, disconnect 
the link-lifter from the radius-rod and block the link 
233 



block in the center of the link. The combination lever 
would then move the valve twice the amount of its lap 
and lead, which would be sufficient to lubricate cylinder. 

Q. 128. What would you do in case of a broken 
radius rod, when the suspension bar or hanger is con- 
nected to an extension of the radius rod back of the 
link, and that back extension of the rod should break 
off, or the suspension bar or lifting arm should break? 

A. 128. Block the link in the desired position, and 
proceed with both sides. The engine cannot be reversed 
unless link block on side with broken parts is blocked up. 

Q. 129. If valve stem should break, what would you 
do? 

A. 129. Disconnect the forward end of the radius 
rod, suspend it from the running-board, remove the com- 
bination lever and union link, block the valves, provide 
for lubrication, and proceed. 

Q. 130. If the long lower section of the combination 
lever on its connecting link to the cross-head should 
break or the cross-head arm, what should be done? 

A. 130. Disconnect the forward end of the radius 
rod and suspend it from the running-board, remove the 
broken parts, secure the valve in the central position, 
provide for lubrication, and proceed. 

Q. 131. Does the lead of a valve on a Walschaert 
valve gear engine change when the reverse lever is 
hooked up ? 

A. 131. No; it is a constant lead. 

Q. 132. How can you determine the difference be- 
tween an outside admission or an inside admission? 

A. 132. When the radius-rod is connected to the 
combination lever above the valve stem, inside admis- 
sion; and when connected below valve stem, outside 
admission. 

Q. 133. If you should break a main rod and no 
other damage done, what would you do ? 

A. 133. Take down the broken parts, block the cross- 
head, disconnect the radius-rod, suspend it from the 
running-board, cover ports, and proceed. 

Q. 134. What would you do if it were an outside 
admission ? 

A. 134. Remove the combination lever and union 
link. If you noticed it would take a period of time to 
remove the latter, disconnect the eccentric rod and link 
block-lifter, and proceed. 

Q. 135. What is the easiest way to disconnect a 
234 



Walschaert valve gear engine ? 

A. 135. In some cases remove the eccentric rod and 
link block-lifter, cover ports, and proceed. 

Q. 136. Is it necessary to remove the union link? 

A. 136. Disconnect the union link from the cross- 
head arm and combination lever and fasten the combina- 
tion lever to cylinder-cock and proceed. 

Q. 137. What would you do if you broke a valve 
stem off close to the valve on a piston valve engine ? 

A. 137. Remove the front valve head, cover ports, 
then cut a block to fit between the valve head and valve. 
Screw on the valve head, shove the valve ahead with the 
valve stem, secure with a clamp. Eemove the radius-rod 
from the combination lever, secure to the running-board, 
disconnect the union link, proceed. 

Q. 138. What would you do if you broke a radius- 
rod, link block or link block pin? 

A. 138. Remove the radius-rod, cover ports, and 
proceed. 

Q. 139. Will a piston valve center and cover its own 
ports? 

A. 139. If the rings on both end of the valve are in 
good condition they will. If the front rings on the valve 
are in good condition and the rear ones in poor condi- 
tion, the valve will move ahead. If rings are good on 
rear of valve and poor on the front of the valve, they 
will move back. 

Q. 140. What benefit is derived from a Walschaert 
valve gear engine over a Stephenson valve gear engine, 
when the good side of the engine stops on the dead 
center ? 

A. 140. All that is necessary is to move the clamp 
and shift the valve; as soon as the engine moves cover 
the ports, and proceed. 

Q. 141. What would you do if the piston should be 
broken or become disconnected from the piston rod in 
the cylinder? Would you remove the main rod? 

A. 141. No; take off the front cylinder-head, remove 
the follower; cover ports, and proceed. 

Q. 142. How would you proceed if you blew out the 
front cylinder-head? 

A. 142. Cover ports, and proceed. 

Q. 143. What would you do in cases where you dis- 
connect the union link from the cross-head arm? 

A. 143. I always advise when disconnecting the union 
link from the cross-head arm to disconnect it from the 
235 



combination lever and place it up in the cab of the 
locomotive, as I have known cases where it became dis- 
connected from the cylinder-cocks, hung down and got 
all battered before the engine could come to a stop. 

Below you will find the desired information for setting 
the valves of the Walschaert valve gear. 

Where the forward motion is taken from the lower 
half of the link, and you desire to move the valve ahead 
lengthen the eccentric rod; to move it back shorten the 
eccentric rod. 

How should the eccentric rod be altered if you de- 
sired to move the valve ahead in the back motion ? 

To move the valve ahead in backward motion shorten 
the eccentric rod; to move the valve back lengthen the 
eccentric rod. 

When the forward motion is taken from the upper 
half of the link, and you desire to move the valve ahead 
shorten the eccentric rod; to move it back lengthen the 
eccentric rod. 

How should the eccentric rod be altered to move the 
valve ahead in backward motion? 

Lengthen the eccentric rod; to move it back shorten . 
the eccentric rod. 

When the eccentric rod is lengthened it will not alter 
the position of the valve a like amount; the two will 
have approximately the same ratio to each other as 
that between the eccentric crank-arm throw and the 
travel of the valve. For instance, let us figure out like 
this: The eccentric crank-arm throw is 12 inches, or 
near that, and the valve travel is just one-half of the 
throw of the eccentric arm, or six inches. The ratio is 
two to one, or the valve travel is one-half of 12 inches, 
or 6 inches. In a case of this kind a change in the 
eccentric rod of one-eighth of an inch would move the 
position of the valve only one-half of the one-eighth of 
an inch, or one-sixteenth of an inch. 

The setting of the Walschaert valve gear is equally 
the same of the design where constant lead is and those 
having variable lead. The above rule is suitable and is 
fit for same. 

A rule which is suitable for mechanics employed on 
this class of work is to start in and make a check; first, 
to see if all levers and eccentric cranks are of the proper 
length the drawings call for. If they correspond and the 
drawings are correct there will be very little trouble 
attached to the valve setting. Be sure you are right 
236 



then proceed. 

While located at a certain place one time waiting 
for an engine equipped with the Walschaert v^e gear, 
there was a small mistake made in one of the drawings, 
and it took a great deal of work before the trouble was 
discovered on the drawing. 

After you discover that the levers and crank are 
right, start in and place the crank on in the desired 
position, only securing it temporarily, so it can be 
moved to suit if so desired. 

Before starting in to raise the wheels look on the 
specification and note the desired distance to j^ise the 
wheels, so you are sure the wheels are raised up the 
proper distance specified; taking the measurement from 
the center of the wheel to the top of the frame, allowing 
for the wear of the brass the desired figures the drawing 
calls for; then move the main wheels in the desired way 
and strike off your dead center marks, proving you are 
correct; then remove the plugs on the valve chamber 
and find the port openings and mark the valve stem 
accordingly. 

When marking the mid-gear position, place the radius- 
rod in the center of the link; then get the lead at each 
end of the valve chamber. Where the lead is constant, 
the average lead, or the sum of the leads on opposite 
ends, divided by two, should be equal to the specified 
lead in full gear. When the lead is variable, the aver- 
age lead in mid-gear position should be equal to one-half 
of the sum specified, leads in full forward and full back 
gear. In other words, it should be the lead due to the 
lap and lead lever unaffected by the position of the 
eccentric crank. Any error in the average lead, when 
the radius-bar is in central position, is due to an error 
in the length of the upper or lower arms of the lap and 
lead lever. 

After you have checked the lengths of the lap and 
lead lever correctly, you can realize what must be done. 
You can equalize the lead by the adjusting of the nuts 
on the valve stem, if so provided; if not, make the 
change with the radius-rod. ^ 

Place the reverse lever in position so as to allow the 
valve to have full travel. After the specified travel is 
received, if the average lead is equal to the specified lead 
in full gear, the eccentric crank is in its proper posi- 
tion. If it is not correct, the eccentric crank-arm should 
be driven in a position until you discover the error is 
237 



correct. If the desired lead is less than specified, the 
eccentric crank should be driven forward. If in a position 
to lead the main pin and outward if it follows the main 
pin. If the lead is more than that which is specified, 
the crank should be driven just the opposite to the 
above ways mentioned. 

After the eccentric crank is located correctly and the 
valve travel is checked up, then relocate full forward 
position of the reverse lever. 

If the average lead is correct, but not properly di- 
vided on the front and back centers, alter the eccentric 
rod until properly divided. It is well to remember to 
change the lead a given amount, and the eccentric rod 
must be changed a quarter amount. Let us say we de- 
sire a one-thirty-second change on the lead; alter the 
eccentric rod one-sixteenth. If one-sixteenth, alter the 
eccentric rod one-eighth. 

Place the reverse lever so as to give you full valve 
travel in the back-up motion, then mark the position of 
the reverse bar on the quadrant and check the lead in 
the same manner. With a variable lead the full back 
motion should be as much greater than the lead at mid- 
gear as the lead at mid-gear is greater than that at full 
forward gear. 

Run over the cut-offs and obtain as many positions 
as you desire. In running over the cut-offs of locomo- 
tives of the articulated mallet type of engines, obtain 
fill cut-offs desired before moving the reverse lever; 
that is, look after the four valves, as both set of valves 
are operated from one reverse lever. 



238 




RAGONNET POWER REVERSE GEAR. 

A. Just a few words to engineers in reference to a 
power gear. It makes no difference what power the 
gear works with, if it be steam or air, we must be cer- 
tain that we have that power before undertaking to 
move the locomotive. The neglect to do this may cost 
you your life, just as easily as the destruction of the 
locomotive. Several years ago we had steam reverse 
levers on the Philadelphia & Reading Railroad, and 
quite frequently trouble arose by being in a hurry to 
move the engine without first trying the steam reverse 
gear. When it was necessary to use the gear it was 
discovered that they had not turned on the steam. But 
it was too late, the trouble had come. Now there is no 
excuse to be offered from an engineer that he forgot to 
turn on the power. Always see that the air pressure 
is up to maximum pressure and reverse the gear before 
moving the engine. Then you are sure you are right. 

B. Operate the gear and note that the globe valve 
is wide open; that admits air or steam to the reverse 
gear. It is very easy for a hostler or a mechanic when 
working around the locomotive to shut the valve off and 
forget to open it. But if the gear is operated and the 
reverse motion is correct, then you understand you are 
ready to move the locomotive. My advice to you all is 

239 



to apply the brakes and see if they operate properly at 
the same time you test the reverse gear. 

C. Eemember when opening a globe valve that you 
open it wide. Many men open valves to suit their 
ideas. But there are no ideas to be connected to a 
globe valve unless there are special instructions cover- 
ing the same. K there is a one-inch globe valve at- 
tached to a one-inch pipe, this valve is constructed in 
a mechanical way that the diameter of the valve when 
wide open is as large as the pipe, so the supply of steam 
or air can pass to the pipe and fill up the space desired. 
Bear in mind that the globe valve to the reverse gear 
always wants to be opened wide so as to receive a full 
volume of steam or air to operate the gear. 

D. The air reverse gear is designed to be operated 
with air pressure as its power. But there is an attach- 
ment of steam in cases of necessity. Steam can be used 
to operate the gear. 

E. If steam is to be turned on so as to operate the 
reverse gear, first shut off the globe valve leading to 
the air-pipe that supplies the gear with air; also there is 
a back-pressure check valve located in the air-pipe to 
prevent the steam entering the pipe. But if you close 
the globe valve and, in case of a leak by the check valve, 
steam cannot enter the main reservoir. 

F. Never use steam on the reverse gear only in 
cases of emergency. 

G. When steam has been used to operate the gear, 
always make out a report on the work book on your 
arrival at the engine house, so the cylinder packing may 
be examined. If there is no attention given the pack- 
ing, it is liable to leak and produce trouble while en 
route. 

H. Keep piston-rod packing set up tight. Do not 
allow it to blow at this point, as it may cause gear to 
creep. 

I. Use engine oil in cylinder cup, filling the cup at 
least once a trip. In cases where there is a blow at the 
exhaust opening, try one or two cupfuls of signal oil, 
then work the gear rapidly forward and backward until 
blow at exhaust port ceases. 

J. If this does not stop the blow at the exhaust port, 
it must be reported at the engine house. Then the 
cylinder packing and the slide valve must be examined. 

K. Cylinder packing used by many corporations is the 
five-eighths square vulcabestion mallet quality, and is 
240 



used in the cylinders. The rings in number are three, 
and it is squeezed up to the walls of the cylinder with 
follower until packing is tight against the walls of 
cylinder, but not so tight as to cause excessive friction. 

L. What care must be given the lever connections ? 

A. Lost motion must be taken care of in the lever 
and rods, so the gear can perform the duties required. 
Both the cylinder packing and valve can be tested by 
taking back cylinder-head off. 

M. What would you do in case your reverse gear 
became disabled and it would be impossible either to 
operate it by air or steam pressure? 

A. Raise up on the radius bars at the connection to 
the link block and block between the cross-head of the 
air reverse and the stop pins, cut block to suit and fasten 
with a piece of bell-rope or wire, and proceed. 

STOKERS. 




Q. 144. 
road? 

A. 144. 
Street. 

Q. 145. 

A. 145. 
to become 



What make of stokers are used on this rail- 
There are three: Standard, Duplex and 

What benefit is derived from a stoker? 
Elimination of physical labor, better training 
an engineer, increased safety of tv/o men 
watching signals, increased tonnage per train, maxi- 
mum steam pressure at all times, better working loco- 
241 



motives, increased average of speed, reduced time re- 
quired for cleaning flues, engines ready for service 
quicker, due to clearer fires and elimination of fire 
cleaning, cleaned in a shorter time. 

Q. 146. How many gauges are used with a stoker ? 

A. 146. Two gauges with some stokers. 

Q. 147. What benefit is derived from two gauges? 

A. 147. One indicates the steam admitted to the 
driving engine; the other one is a duplex gauge. One 
pointer represents the steam admitted to the right 
elbow and the other to the left elbow. 

OILING STOKERS. 

A. All stokers should be oiled before leaving termiii- 
al, and on long divisions oil holes should be filled be- 
tween terminals. The points of oiling are as follows; 

B. The driving engine is oiled by a pipe leading from 
the main lubricator to the driving engine steam inlet 
line. This valve should always be opened before start- 
ing stoker. 

C. Before the locomotive is put in service either 
new or after an overhauling in the shop, the rack in the 
rack housing should receive an initial mixture of one 
quart of black oil and one gallon of water. There is a 
one-inch elbow tapped into the separator cover on the 
left back side of the housing provided for that purpose. 
Renewals should be at the rate of one quarter a pint of 
oil per day. 

D. Left and right elevator drives and reverses are 
lubricated by lifting the pawl shifters on top of the 
elevators and pouring about one-eighth of a pint of 
engine oil into each casing every day before starting 
out. When first putting stoker into service, about one 
quart of oil should be poured into each reverse, in this 
manner. 

E. Small holes are located in elevator drive and 
reverse casings, each of which leads to a cord passage 
in casing provided to lubricate the bearing on which ele- 
vator drive and reverse rotates. 

F. The left elevator driving shaft bearing in bottom 
of transfer hopper is lubricated by a special tap on the 
left side of transfer hopper under locomotive deck. 

G. The right elevator driving shaft bearing and the 
conveyer drive and reverse receive lubrication through 
an oil box, usually stuffed with curled hair, with four 
outlets. This box, which should be filled every day, can 

242 



be reached through an opening in the locomotive deck a 
little to the right of the right elevator. 

H. The conveyor driving shaft bearings in the slide 
support and gear casing are oiled by cups secured in 
the trough under the apron between locomotives and 
tenders. These should be filled at least once a day. 

I. The grease boxes in the rear casing and gear 
casing cover on the rear of the conveyor should be filled 
at least once a week with soft grease and once in three 
months the gearing casing cover should be removed and 
the gears packed with grease. 

J. Universal joints, slip joints, and conveyor slide 
support rollers should be oiled once a day with engine 
oil. 

TO START AND OPERATE STOKER. 

K. See that the stoker is oiled as per instructions. 

L. See that the operating rod on back head is in 
center or running position. 

M. Open main jet line and if the coal is very course 
or mine run, set the left and right elevator jets so that 
they register about 15 pounds on the steam jet gauge. 
If the coal is small or what is known as stoker coal, set 
the jets to register 10 pounds. 

N. Next the driving engine main steam valve should 
be opened wide and the throttle valve opened just 
enough to supply the proper amount of coal to the 
fire box. 

O. After the driving engine has started, the first 
slide in the tender deck over the trough, should be open- 
ed, which will allow the coal to be conveyed, crushed, 
elevated and distributed over the entire fire box area. 

Q. 144. How is the distribution of coal regulated? 

A. 144. By two separate jets in elevator elbows, 
dividing rib in transfer hopper. 

Q. 145. How are the steam jets fitted in elbows 
to blow the coal over the grate area? 

A. 145. Regulated according to the quality of cqal, 
coarse coal is required by 18 pounds of steam, and for 
slack about 9 pounds of steam, the coarser the coal the 
more steam is required. 

Q. 146. What would you do if you found too much 
coal going up towards the flues? 

A. 146. Shut the steam pressure off slightly at the 
elbow jets, regulate as desired, increase or decrease 
the steam jet just as you want the coal placed in the 
243 



fire box. 

Q. 147. Where should the dividing rib be in starting 
out? 

A. 147. The dividino' rib in starting out should be 
located in the center of the transfer hopper. If it is 
found that the coal is feeding too much to one side the 
dividing rib should be set so as to place the coal wher« 
you so desire. 

Q. 148. How is the amount of coal distributed over 
the fire box regulated? 

A. 148. Regulated by the speed of the driving en- 
gine, and the plates over the trough in the tender. To 
vary the amount of coal, the steam pressure should be 
regulated, decreased or increased by regulating the con- 
troller. When you notice that there is not enough coal 
feeding into trough, open another slide. 

Q. 149. Reversing the driving engine? 

A. 149. It is possible to reverse the driving engine, 
the conveyor screw, or either of the two elevator screws, 
independently or consecutively together. To reverse 
driving engine during power stroke of piston, the oper- 
ating rod on back head of locomotive is moved to its 
lower position. If it is making a return stroke the 
operating rod is moved to its upper position. 

Q. 150. Conveyor screw? 

A. 150. Always reverse driving engine before at' 
tempting to reverse conveyor screws. 

Q. 151. How would you place bar provided for that 
purpose? 

A. 151. Place bar provided for that purpose in re- 
verse lever through slot in cab deck, pull lever away 
from locomotive back head, on reaching the second or 
middle notch, in neutral position, the conveyor screw 
will stop entirely and on being pulled to third or extreme 
notch, reverse position, the conveyor screw will re- 
verse. 

Q. 152. Elevator screws? 

A. 152. Both right and left elevator screws are re- 
versed in the same manner. 

Q. 153. What would you do before reversing ele- 
vator screw? 

A. 153. Always reverse driving engine and extra 
stop or reverse conveyor screw before attempting to 
reverse elevator screw. 

Q. 154. How would you lift pawl shifter? 

A. 154. Lift pawl shifter on top of either ©levator 
244 



reverse casing. In the first, lift to where it rests on a 
catch, the elevator screw in that casing will stop en- 
tirely. On lifting it to its extreme upper position, where 
it must be held, the elevator screw will reverse. 

GENERAL INSTRUCTIONS. 

A. 155. Before leaving terminals, see that the fire 
is clean and in good condition. Build up a good level 
fire with shovel. After starting stoker as hereinbefore 
explained, open one or more shields in tank and make 
sure that coal is getting to conveyor screw. 

A. 156. Do not use hook or rake unless absolutely 
necessary. However, it is a good plan to feed the fire 
when first starting out to see what condition it is in. 
By doing this the proper adjustment can be made in iJie 
distribution. 

A. 157. It is always proper to see what is being fed. 
Do not feed iron, slate, rock or waste through the con- 
veyor. 

A. 158. When train is standing on siding for a short 
period of time, shut stoker off by throwing operating 
rod on back head of locomotive boiler out of running 
position; when standing for a long time, shut the driv- 
ing engine down, close main line inlet and lubricator 
connection, and in winter time drain cocks should bt 
opened. 

If sufficient coal cannot be supplied grates. 

A. 159. Distributors may be warped and not in 
proper shape and point too low. If so report on arrival 
at engine house. Steam jets may be stopped up with 
dirt or pipe scale. It may be necessary to increase 
pressure on jets. 

DUTIES OF FIREMEN ON ARRIVAL AT 
TERMINALS. 

A. 160. Before leaving a stoker engine in fire track, 
firemen should close the slides in tank and let driving 
engine run long enough to remove all coal from con- 
veyor, close driving engine throttle valve and steam jet 
main line valve tight, open drain cock on bottom of en- 
gine cylinder to eliminate any possibility of stoker en- 
gine freezing in extreme cold weather, and close tap 
on main lubricator. 

DON'TS. 

A. 161. Don't leave the tank openings uncovered 
while coaling tender. 

A. 162. Don't let coal stand in conveyor trough be- 
245 



tween trips. 

A. 163. Don't allow coal to accumulate in tank cutout 
and become packed around the outside of conveyor 
trough. This will break the trough when rounding 
curves with the locomotives. 

A. 164. Never place hand .r foot in trough while 
stoker is wording. 

A. 165. Don't run the stoker without distributors, 
the distribtuors are designed to spread and save coal. 
Leaving them off means unnecessary waste of coal. 




SELLER'S LIFTING INJECTOR. 

Q. 166. What is an injector? 

A. 166. A device designed and constructed to re- 
ceive and deliver water. 

Q, 167. Describe the principals upon which an in- 
jector works. 

A. 167. Its the unitation of steam and water coming 
in contact with one another, formed into condensation 
and driven by a power. 

Q. 168. What is the power used to operate an in- 
jector? 

A. 168. Steam. 

Q. 169. How is water accepted to the injector body? 

A. 169. By vacuum being created in the body of the 
injector. 

Q. 170. What creates the vacuum? 

A. 170. Steam passing through small diagonal 
drilled holes, drives the air ahead of it, and out through 
the overflow. Through this action vacuum is created. 

Q. 171. What action has this on the injector? 

A. 171. Steam from the boiler is admitted to the 
lifting nozzle by drawing the starting lever back about 
one inch, without drawing the plug on the end of the 
spindle from the center part of the steam nozzle. Steam 
passes through the small diagonal drilled holes and dis- 
charges from the annular nozzle, through the upper part 
of the combining tube and into the overflow chamber, 
246 



lifts the overflow valve and water flows from the waste 
pipe of the injector. When water is lifted, the starting: 
lever is drawn back at its full distance, opening the fore- 
in"* nozzle wide, and the full supply of steam discharges 
into the combining tube forcing the water into the de- 
livery tube, into the discharge pipe and the boiler. 

Q. 172. With a high steam pressure, what will hap- 
pen to all injectors? 

A. 172. With a high steam pressure there is a ten- 
dency in all injectors having an overflow chamber to 
produce a partial vacuum in the overflow chamber. In 
the improved self-acting Sellers injector this vacuum 
is utilized to draw an additional supply of water from 
the supply pipe through the automatic action of the inlet 
valve into the body of the injector. This supplemental 
supply is drawn into the submerged combining tube and 
forced by the jet into the boiler, increasing the watei 
capacity 20 per cent. 

Q. 173. What additional pressure of steam does ic 
take to automatically operate the inlet valve? 

A. 173. The inlet valve is not placed into action un- 
less the boiler pressure exceeds 150 pounds. 

Q. 174. What is the water regulating valve used for ? 

A. 174. It is only used to adjust the capacity to suit 
the needs of the boiler; the range is unusually large. 

Q. 175. How does the Sellers injector differ in con- 
struction and operation from the Hancock inspirator ? 

A. 175. The Sellers injector is self-acting, using the 
same set of tubes at all steam pressures. It will work 
from the highest steam pressures used on locomotives 
down to 35 pounds of steam without adjustment and 
without wasting water at the overflow, and by regulat- 
ing the water valve on the injector it can be operated 
down to 25 pounds. 

Q. 176. What other benefit is derived from the 
Sellers injector? 

A. 176. It starts instantly under all conditions of 
service. It can always be depended upon to force all 
the water in the boiler, so that the engineer can give 
his whole attention to other duties. 

Q. 177. Why does an injector with 180 pounds of 
steam pressure deliver water to the boiler with the said 
pressure, this water working against its own boiler 
pressure ? 

A. 177. The construction of the injector forms such 
action upon the injector that it is due to the high veloc- 
_____-. 247 



ity with which a jet of steam strikes the water entering 
the combining tube, imparting to it its momentuni and 
forming with it during condensation a continuous jet of 
small diameter, having sufficient velocity to overcome 
the pressure in the boiler. 

Q. 178. How should an injector be stopped? 

A. 178. Simply by pushing in on the lever. 

Q. 179. How is the Sellers injector converted into a 
heater in cola weather when so desired? 

A. 179. Close main steam valve to injector, close 
overflow valve, pull out starting lever, then open the 
main steam valve slightly and regulate steam by the 
water valve. 

Q. 180. What would you do to prevent overflow 
pipe from freezing? 

A. 180. After steam pressure is in the injector body, 
just loosen the calm lever over the top of overflow 
slightly until steam pressure issues from the waste pipe 
of the injector. 

Q. 181. What will prevent the Sellers injector from 
priming ? 

A. 181. Bad leak of air above the water line in the 
receiving pipe, inlet valve held open, bad leak of steam 
ahead of priming nozzle where asbestos is encircled 
around it, foreign matter in the combining tube, such 
as small pieces of coal lodged in the diagonal holes in 
the tube, a leaky steam valve. 

Q. 182. What is the combining tube? 

A. 182. The combining tube is the tube that con- 
nects with the delivery tube, and where the steam and 
water unites and becomes condensed and a small jet of 
steam with a continuous movement having sufficient 
velocity to deliver water against its own pressure. 

Q. 183. What will cause the water to heat in receiv- 
ing pipe and prevent injector from priming ? 

A. 183. Badly leaking seat in starting valve. 

Q. 184, What may be the cause of an injector fail- 
ure ? 

A. 184. Defective combining tube, leaky check valve 
at injector or boiler check leaking, holes too small in 
screen at tender, water hose not the proper size, in- 
jector receiving too much saturated steam at priming 
nozzle. 

Q. 185. How many check valves are used in connec- 
tion with an injector ? 

A, 185. Two; a line check and boiler check. 
248 



Q. 186. Will an injector work unless all steam has 
been condensed by the supply of water? 

A. 186. Yes, an injector will work without the full 
condensation of steam, but it will not deliver the proper 
amount of water. 

Q. 187. Explain why a Sellers injector will work 
when steam is not all condensed. 

A. 187. With a Sellers injector the water valve is 
used to regulate the amount of water desired to be 
delivered to the boiler, but the steam pressure remains 
the same at all times. Therefore, when the water is 
increased there is more water to condense the steam, 
but when the water is decreased there is not a sufficient 
amount of water accepted to the combining tube to con- 
dense the steam, and the water is delivered to the boiler 
in less quantity and at a higher degree of heat. 

Q. 188. How should an injector be operated while 
en route? 

A. 188. On a through train, either passenger or 
freight, an injector under practical experience can be 
set to keep the boiler at one water level. 

Q. 189. How should an injector be operated on local 
trains or trains that are continuously stopping? 

A. 189. Injector should be stopped and not used 
while train is stopping and being started away from sta- 
tion. After the train is in motion, and conditions require 
it, the injector should again be started and kept on con- 
tinuously while the throttle is opened and engine is work- 
ing. 

Q. 190. What would you do if both injectors re- 
fused to operate? 

A. 190. Always remember and keep a level head; do 
not get excited under these conditions; stop immediately, 
look at water in tender, if that is 0. K. take down water 
hose and examine strainer; never draw fire unless you 
must. Two single injectors do not often refuse to work. 

Q. 191. Why is it a duplex injector or a composite 
injector very often refuses to work ? 

A. 191. This is due to the fact that it takes three 
walls to make two injectors, and the walls between the 
injectors are quite thin. When the water is hot in one 
injector that water soon heats the water in the opposite 
i'niector. If both refuse to operate stop at once, take 
down both tank hose, leave the hot water out, cool the 
body of the injector and you will find they will operate. 

Q. 192. How often should the hose strainer be 
249 



looked after? 
A. 192. Before starting out for a day's work. 

WHAT MAKES A GOOD FIREMAN? 

The writer expressing about a fireman. 

Many rules are placed for a fireman, but I never in 
my experience on a railroad ever saw a fireman fire a 
locomotive by book theory. The only fireman we have 
today or ever did have is the one who studies the opera- 
tion of the engine and the manner in which it works 
the fire, and fires it accordingly. 

In my opinion it takes four rules to make a fireman: 

No. 1. Ability, power and skill. 

N. 2. Good judgment. 

No. 3. Strength. 

No. 4. Knowledge. 

Ability, to know where to put the coal. 

Good judgment, when to put the coal in and amount 
needed. 

Strength, to put it where you want it. 

Knowledge, how much to put in one place; too much 
coal at a time is loss; not a sufficient amount is loss. 

If you do not possess these qualities, all the book 
reading in the world will never make you a fireman. 

HOW TO HAVE GOOD STEAMING ENGINES. 

Engineers having charge of locomotives must first 
understand the locomotive and the manner in which it 
operates. All locomotives do not work alike, nor do they 
steam alike. Where a locomotive is consigned to a 
regular train and put in charge of a crew, it does not 
take long for the engineer to understand the operations 
of the locomotive. 

First, different locomotives of different design and 
class are consigned to different classes of work. When 
a locomotive is used in long road service and the engi- 
neer is continuously operating the locomotive it can be 
operated to great success by the engineer in charge 
using a little judgment; by working the engine where 
the best results are obtained without the necessity of 
misusing it. 

The injector can be operated continuously by cut- 
ting down its water supply and keeping a standard 
boiler pressure of three gauges of water when the 
throttle is opened. Do not fill the boiler up full, then 
shut the injector off and wait until you are down to 
250 



one gauge of water, then fill it up again. That is poor 
judgment. In return, no steam, leaky flues, leaky fire- 
box, due to sudden expansion and contraction. 




SELLERS INJECTOR, NON-LIFTING. 

Q. 193. What is the difference between a lifting in- 
jector and a non-lifting injector ? 

A. 193. One lifts the water to the injector and the 
other one the water flows to the injector under gravity. 

Q. 194. Where is a non-lifting injector located? 

A. 194. Non-lifting injectors should be located on a 
locomotive below the low water level of tender, so it can 
receive the water from the tender under gravity. 

Q. 195. Where is the lifting in jectors located ? 

A. 195. They are generally located on the boiler- 
head, about 12 to 18 inches above the high water level 
of tender, and should be located in easy access to the 
engineer. 

Q. 196. Will any injector operate and receive water 
from the tender if the atmospheric pressure cannot get 
into the tender ? 

A. 196. No; for every foot of water removed from 
the tender so must there be that much atmospheric pres- 
sure received on top of the water. 

Q. 197. Where there are two injectors located on a 
boiler, what care is required of both ? 

A. 197. Alternate the work of both injectors so you 
are sure they are both in good condition in cases of 
emergency. 

Q. 198. What is required of a water cistern ? 

A. 198. Kept clean and tank valves wide open, so 
as to deliver clean water, and also its supply of water. 
251 



Q. 199. How should a Sellers non-lifting injector be 
operated ? 

A. 199. Open lazy cock and overflow, then turn on 
steam slowly. 

Q. 200, How should a Sellers non-lifting injector be 
stopped ? 

A. 200. Shut off the steam and close lazy cock. 

Q. 201. How should a non-lifting injector be regu- 
lated? 

A. 201. To regulate flow of water adjust lazy cock 
only. Steam valve must remain wide open. 

Q. 202. How must the overflow valve be operated 
when feeding? 

A. 202. When feeding, overflow must be wide open 
except when feeding very hot wate»« 

Q. 203. How can you convert tb- non-lifting sellers 
injector into a heater? 

A. 203. Close overflov/ valve, open lazy cock and 
steam valve to required notch of pull handle. 



HANCOCK LIFTING INSPIRATOR. 
Q. 204. How does the Hancock inspirator differ in 
construction and operating than the sellers injector? 

A. 204. The Hancock inspirator is a double tube ap- 
paratus. It has an intermediate overflow and a positive 
overflow and works without a chano"e of tubes, or ad- 
justment at all steam pressures from 35 pounds up to 
350 pounds. 

252 



Q. 205. How to start and operate a Hancock inspir- 
ator? 

A. 205. When starting inspirator lever is drawn 
back slightly, unseating the inner valve, this permit- 
ting the steam to pass by the starting valve to the pass- 
age to the lifting steam nozzle. The steam continues to 
flow through the lifting tube driving out the air in the 
valve body, and creating a vacuum, and this in return 
causes the water to work through the lifting tube, con- 
densing- the steam and passing the water out through 
the intermediate overflow to the positive overflow located 
at the delivery chamber. At this move the water is free 
to pass to the atmosphere through the overflow pipe, the 
starting lever is pulled back until the positive overflow 
takes its seat. At this point the lever is stopped. At 
this movement the forcing steam valve is unseated, ad- 
mitting steam to the forcing nozzle and the forcer to the 
combining tube, creating a vacuum sufficiently great 
enough to close the intermediate overflow, and also a 
pressure to open the line check valve. At this movement 
both overflows are kept closed, the intermediate by 
vacuum and a pressure from the overflow chamber, and 
the inspirator is in full operation. 

Q. 206. What is the good feature of the intermediate 
overflow and positive overflow? 

A. 206. It makes a quick priming inspirator due tt 
the fact that there is a quick move of water to the posi- 
tive overflow. 

Q. 207. Wha' is a good feature of a positive over- 
flow? 

A. 207. This makes it impossible for water to "spill" 
at the overflow and prevents its loss while running. 

Q. 208. When is the inspirator delivering its maxi- 
mum quantity of water? 

A. 208. When the pin located on the wheel of the 
regulating valve is at the top, then the inspirator is re- 
ceiving its full quantity of water, to reduce the feed, 
turn the regulating valve wheel to the right. 

Q. 209. How is the Hancock inspirator converted into 
a heater? 

A. 209. First shut off the regulating valve tight, 
then pull the starting lever all the way back until the 
positive overflow has taken its seat, then lift up on the 
connecting rod until disconnected from the stud on the 
starting lever, push in on the starting lever until the 
steam valve has taken its seat. After that is done draw 
253 



the lever back to priming position. This will give you a 
sufficient amount of steam pressure required for a heat- 
er, regulate steam valve so as to permit steam enough to 
pass by it to suit the condition of weather. If on a 
medium cold day slightly open, on a severe cold day, 
wide open. 

Q. 210. How can you prevent the overflow pipe from 
freezing up? 

A. 210. Just tap on the end of the connecting rod 
slightly until there is a leak of steam out of the overflow 
pipe. 




NON-LIFTING HANCOCK INSPIRATOR. 

Q. 211. How to operate the non-liftinn- Hancock in- 
spirator? 

A. 211. To start the inspirator open the overflow 
valve by its handle, draw out the operating lever, then 
close the overflow valve. To stop the inspirator push in 
the operating lever. Always leave overflow valve closed 
except for the moment it is opened in starting the in- 
spirator, allow a few seconds after opening the overflow 
valve for the water to circulate through the inspirator 
before opening the operating valve, then draw out the 
handle of the operating valve slirfhtly to circulate the 
water, then draw it back to the stop, after which close 
the overflow valve. 

Q. 212. How to regulate the flow of water. 

A. 212. When the pin in the wheel of the regulating 
valve is at the top, the inspirator will deliver its full 
254 



maximum quantity of water. To reduce the feed, turn 
regulating wheel to the right. 

Q. 213. To use inspirator as a heater. 

A. 213. To use the inspirator as a heater, all that 
is necessary is to open the heater valve the required 
amount. 

Q. 214. How would you protect the inspirator in case 
you had to draw fire enroute? 

A. 214. To drain the inspirator when there is no 
steam in the boiler shut the tank valve, disconnect the 
hose at the strainer, open the overflow valve, remove 
the cap and take out the plug or open the drip valve in 
the quarter turn of the delivery connection. 



255 




mmwim 

' I —^ . I'M. , ' " 



^• 



SUPERHEATED STEAM BOILER AND ENGINE. 
Q. 215. What is superheated steam? 
A. 215. Superheat means steam with the saturation 
taken out of it, and turned into a dry gasy steam. 

Q. 216. What benefit is derived from a superheated 
256 



steam engine over a saturated steam engine in road 
service? 

A. 216. Less v/ater is used, less fuel, increased 
efficiency. It takes less coal because less water evap- 
orated. It takes less steam to do the same work. 

Q. 217. What make of superheater is in general use 
on this rail-road? 

A. 217. Schmidt superheater. 

Q. 218. How should the water be carried in a boiler 
of a superheated engine? 

A. 218. About three gauges of water at all times. 

Q. 219. What care must be given a superheated 
engine? 

A. 219. Constant care should be given to see that 
all pails of the superheater operations are well lubri- 
cated. 

Q. 220. What care should be given the damper 
cylinder? 

A. 220. To see that it is oiled properly so as to per- ' 
mit it to work free. 

Q. 221. What is a damper used for in connection 
with a superheated engine? 

A. 221. To protect superheated units. 

Q. 222. How does the damper operate when throttle 
is closed and when opened? 

A. 222. When throttle is opened the damper is 
placed into operation throup^h the action of a small 
cylinder connected to damper, so as to allow the heat to 
circulate through the superheated tubes. When the 
throttle is closed and the steam is released out of the 
small cylinder, the weight attached to the end of the 
rod closes the damper. 

Q. 223, How should the throttle and reverse lever be 
operated with a superheated engine? 

A. 223. In a superheated engine there should be a 
well-opened throttle and the reverse lever used accord- 
ing to suit train and speed. 

Q. 224. What bad effects are derived from a throttle 
only being opened part way and the reverse lever 
worked down so as to allow the valves to be worked 
close to full travel? 

A. 224. The steam passes through the superheated 
units so quickly that there is no protection for them 
and they soon burn out or they get leaking quickly. 

Q. 225. What benefit is derived from a well-opened 
257 



throttle and the valve travel reg:ulated by the reverse 
lever? 

A. 225. With a well-opened throttle a valve travel 
regulated proper, the superheated units continuously re- 
main full of steam and the units are protected from 
burning out or from leakinp-. 

Q. 226. What is the duty of an engineer when oper- 
ating a superheated engine? 

A. 226. Always to see that the damper is in proper 
working order. 

INFORMATION 

Concerning the care of a superheated engine in 
winter time, after the fire is drawn and the engine is 
white-leaded and taken out of service for a period of 
time. 

It is well to remember when a superheated engine is 
placed on the ash-pit to have the fire drawn, it is im- 
possible to pass all of the steam out of the superheated 
units, as the heat has been removed there is nothing 
to take the saturation out of the steam, so the saturated 
steam works through the units to the steam chests and 
cylinders and a per cent, of condensed steam remains 
in the units, so as to protect these units. A good policy 
is to fill the boiler up with compressed air, remove the 
relief valves, open cylinder cocks and blow all of the 
condensed steam out with compressed air, so as to be 
sure they will not freeze and burst the units. 
DRIFTING VALVE. 

Q. 227. How many different styles of drifting valves 
are used on locomotives? 

A. 227. There are two different stvles of drifting 
valves used on locomotives, the automatic and hand 
started drifting valves. 

Q. 228. What care must be taken of the automatic 
drifting valve? 

Q. 228. When the automatic drifting valves ar« used 
on locomotives and these valves are to be put into serv- 
ice, it must be understood that the globe valve attached 
to them must be opened before starting out on a trip, 
and closed when at the end of the trip, or when the 
locomotive is placed on a siding or any place for a 
period of time. 

Q. 229. What will happen if the globe valve is not 
closed at any of the above places? 

A. 229. If the valve is permitted to remain open at 
258 



any of the above places the locomotive is liable to start, 
and we as engineers all understand that there is no 
excuse for neglect in regards to closing or opening of 
these valves, where it is reauired to do so. 

Q. 230. Hand drifting valves? 

A. 230. The operation of hand drifting valves are 
easily understood, and in all cases should be operated 
the way you are instructed. 

Q. 231. How is the hand drifting valve designed and 
also operated? 

A. 231. It is well understood that the hand drifting 
valve is connected to the superheated steam action and 
the saturated steam action, the pipe leading from the 
boiler to the drifting valve is saturated steam, and the 
pipe leading from the drifting valve to the cylinders is 
superheated steam- Located at the steam chests con- 
nections is a back pressure check valve so when the 
throttle is placed into operation and the cylinders are 
being supplied with superheated steam, the back pres- 
sure check valve prevents the superheated steam from 
flowing back into the pipe leading to the drifting valve, 
but when the throttle is closed and the superheated 
steam leaves the steam chests and cylinders then the 
drifting valve is placed into action and saturated steam 
is admitted to the steam chests and cylinders, this pre- 
vents carbonization of cylinders. 

Q. 232. What other benefit is derived from the drift- 
ing valve? 

A. 232. When the throttle is opened, then the drift- 
ing valve is closed, but when the throttle is closed then 
the drifting valve must come into action. When the en- 
gine is drifting and saturated steam is admitted to the 
steam chests and cylinders, if the engine is to come to a 
full stop the valve must remain open until you stop, or 
if when drifting and you are not going to bring the 
train to a full stop the valve must remain open until 
after the throttle is opened. After throttle is open 
close the drifting valve. 

Q. 233. What care must be given the drifting valve 
after train is stopped? 

A. 233. If the locomotive is to come to a full stoR 
and as soon as the stop is made, close the drifting valve 
off tight so as to prevent the locomotive from starting 
train. 

Q. 234. What benefit is derived from a drifting 
valve in cold weather? 

259 



A. 234. In cold weather it is of great' benefit to 
cylinders more than one way. Where large relief valves 
are used in steam chests and cylinders, and the drifting 
valve is placed into action, the steam being admitted to 
the steam chests and cylinders are retained close to the 
high temperature of heat and throueh this action cylin- 
ders and valves are protected, but if the drifting valves 
are not placed into action the cold air is admitted to the 
cylinders and their temperature is changed very sud- 
denly. 

EXPLANATION TO ENGINEERS AND FIREMEN. 

Where you have a long connected engine with a group 
of four pairs of wheels or more, wg understand when 
the engine is traversing curves there is a certain per 
cent of friction against the wheels. This in return keeps 
the engine and tender back against the train when the 
throttle is closed. Just as soon as the engine comes in 
contact with the straight line of track, then the friction 
has left and the large engine moves auickly ahead, plac- 
ing a tremendous strain on the draw-heads. But if the 
drifting valve is placed into action and there is a suffi- 
cient amount of steam pressure admitted to the valve 
and cylinders, when the engine and tender is traversing 
curves, the power of steam in the cylinders will be suf- 
ficient to keep the engine and tender stretched in ad- 
vance of the train and when the engine and tender takes 
the straight track there will be no opportunity to place 
a strain on the draw heads either of the engine or ten- 
der, as they both will be in advance of the train. 

LUBRICATION. 

Q. 235. How would you proceed to fill up rod cups 
and oil up an engine? 

A. 235. Take off the lids, see that the plungers are 
loose, fill the cup and notice when you work the plunger 
up and down that oil passes through the oil holes and 
enters the bearings. 

Q. 236. What care must be taken to insure the oil is 
reaching the bearings? 

A. 236. When oiling a locomotive's valve gears or 
boxes always see that the passageways are open so as 
to be sure the oil will be placed on the pins or journals. 

Q. 237. How do you handle grease cups located on 
engines ? 

A. 237. It is the engineer's duty to see that all cups 
260 



on the engine are filled before proceeding. 

Q. 238. Do you consider it an engineer's duty to see 
that all boxes on engine, tender and truck are properly 
sponged before starting on trip ? 

A. 238. It is the engineer's duty to see that all boxes 
on engine and tender are in proper condition before pro- 
ceeding in road service. 

Q. 239. Are you familiar with the workings of the 
different lubricators on this system? 

A. 239. Yes. 

Q. 240. Explain how to fill a lubricator. 

A. 240. First, see that all valves are closed, nex^ 
open the drain cock, drain all the water out of the body 
of lubricator. Next take out filling plug, fill oil well 
with oil and replace the plug. 

Q. 241. What would you do if when placing the oil 
in lubricator you discovered you did not have a sufficient 
amount of oil to fill it? 

A. 241. Fill up with hot water. Always remember 
the oil being the lighter of the two fluids, the oil will 
always go to the top of the water. 

Q. 242. When filling a lubricator with oil and you 
notice you can not put any more oil in the lubricator, is 
the lubricator full? 

A. 242. No, after putting in the filling plug there is 
a space between the filling plug and the top of lubricator 
so as to allow for the expansion of the oil. 

Q. 243. After lubricator is started and placed into 
operation, how long does it take for the oil to reach the 
steam chests and cylinders? 

A. 243. About 15 minutes or a close margin of time 
to those figures. 

Q. 243B. How is the oil from the lubricator to the 
steam chests or cylinders operated? 

A. 243B. Steam from the lubricator and steam from 
the steam chests are placed into the oil pipes. This 
steam pressure is then balanced and the oil from the 
lubricator flows to the cylinders under gravity. 

Q. 244. What effect will a trap in the oil pipe have 
on the lubricator? 

A. 244. The oil will not flow to the steam chests or 
cylinders properly and the lubricator will not feed 
properly. 

Q. 245. How can you clean out the passage way 
leading to the sight feeds? 

A. 245. After the lubricator is all closed off there is 
a per cent of boiler pressure in the lubricator until it 
261 



cools down, just as soon as you have the steam valves 
and condensing valve closed open the sight feed valve 
and close it quickly taking one at a time until they all 
have been opened and closed. This will keep the pass- 
age way leading to the sight feeds absolutely clean. 

Q, 246. How to start a lubricator working. 

A. 246. Open steam valve at dome wide, also steam 
valve on lubricator and condensing valve, after sight 
feed glasses are filled up with condensed steam, open 
feed valves, and set for the desired number of drops 
required per minute. 

Q. 247. Trace oil through lubricator to feed glass 
and cylinders. 

A. 247. From the oil well through the oil tube to the 
passage leading down to the lower side of oil well, 
through the passage in the lower side of the oil well, 
over to the feed valves. After feed valve is opened, 
oil passes from the feed valve up to feed valve nozzle, 
which is in contact with the water located in the feed 
valve chamber, to which the sight glass is connected, up 
through the water in sight glass to small ball check on 
top of the sight feed chamber, from there to the oil pipe 
to the check valve located at the steam chests, passing 
the check valves to the steam chests and cylinders. 

Q. 248. What kind of check valves are located over 
the top of the sight feed glass? 

A. 248. Some are ball valves, others are valves with 
a hole passing down through the center and extending 
outwards on each side. 

Q. 249. What benefit is derived from these check 
valves? 

A. 249. Prevents a back pressure either from the 
cylinders or lubricator, where these valves are installed. 
Both in cylinder lubricators and steam chests there is a 
better equalization of steam, and in return the lubrica- 
tor will feed much more evenly and accarately. 

Q. 250. Describe the small check valves located in 
oil pipes over steam chests. 

A. 250. A small valve with a double seat with a 
passage running half way through, then out on the 
sides. 

Q. 251. After filling the lubricator, what valve 
should you open first? 

A. 251. Steam valve at dome, steam valve on lubri- 
cator. Then condensing valve, last, the regulating or 
feed valve. 

262 



Q. 252. After filling the lubricator with cold oil 
while in the engine house, would you open the condens- 
ing valve or leave it closed? 

A. 252. Leave it closed to allow the lubrication to 
heat up for expansion. 

Q. 253. How often should a lubricator be cleaned 
out? 

A. 253. At the end of each day's work. 

Q. 254. Why should the lubricator be cleaned out 
after each day's work. 

A. 254. To keep the passage ways and nozzle free 
from any sediment. 

Q. 255. Should sight feed glass or feed valve on one 
side become broken or inoperative, can the sight feed 
on the other side be used? 

A. 255. Yes, it can be used. 

Q. 256. If one of the sight feed glasses should break 
what would you do? 

A. 256. Shut off the regulating valve and provide 
for lubrication by hand either through the relief valves 
or indicator plug if engine is so provided. 

Q. 257. How are glasses put in the different makes 
of lubricators? 

A. 257. Remove nut, ring and gasket, put large end 
of glass in cavity first, replace gasket, ring and then the 
nut. 

Q. 258. If the gauge glass should break, what would 
you do? 

A. 258. Remove the fitting and apply plug to take 
its place, then replace the fitting. 

Q. 259. ^ Will any of the lubricators in service cross 
feed, that is feed to the cylinders on the opposite side? 

A. 259. They will, only in cases where the oil pipes 
leading from the lubricator to the cylinders are not 
connected up properly; as long as the pipes are con- 
nected properly it will be an impossibility to cross feed. 

Q. 260. Is there any possibility of losing all the oil 
out of the lubricator after shutting off both bottom feeds 
to steam chests, when engine is allowed to cool down. 

A. 260. Yes, providing water valve and steam valve 
are left open. 

Q. 261. When the valves appear dry while using 
steam and the lubricator is working, what would you 
do to relieve condition? 

A. 261. Ease off the throttle for a few seconds, to 
263 



reduce the steam pressure in the steam chests, drop 
the reverse lever down a few notches to give the valves 
an increased travel. Oil held in the pipes will then flow 
down to the steam chests and cylinders. 

Q. 262. What benefit is the valve that is located in 
the lubricator between the oil passage from the oil 
chamber of the lubricator to the oil passage leading to 
the sight feed glass? 

A. 262. It is located at that point in the lubricator 
to be used to provide oil for the eight feed glasses, or 
to be used to prevent the oil from being admitted to 
the sight feed passage. 

Q. 263. How does this valve handle stand when not 
in service, when in service and when you "desire the oil 
to be supplied to the air-pump feed alone ? 

A. 263. When the handle of the valve is pointing 
upwards the passageway is closed and there is no com- 
munication between the oil well and the passage leading 
to the sight feeds. When pointing direct down valve 
is wide open and all sight feeds are permitted to work. 
When handle is pointing directly out leading to the 
right, then the sight feed to the air pump is the only 
feed in operation. 

Q. 264. What benefit is this valve? 

A. 264. When a locomotive ia placed on the side- 
track or detained in road service, all that is necessary 
is to move the handle of the valve as just explained, 
and it is not necessary to move the sight feed adjust- 
ment after the sight feed regulation is proper. 

Q. 265. What benefit is derived from indicator plugs 
in steam cylinders? 

A. 265. They are beneficial to an engineer for lubri- 
cation when valves are blocked in the steam chests; 
also beneficial to relieve back pressure out of cylinders 
when valve or valve rings leak. 

ROAD REPAIRS. 

Q. 266. How would you fix a cracked or broken 
steam chest while en route ? 

A. 266. Slack off the nuts holding down the lid next 
to the crack or break, take a brake-shoe key or wedge 
and wedge in between the studs and the side of the 
steam chest that is disabled. This will be sufficient 
power to bring the edges together. Then retighten the 
nuts on the studs and proceed. 

Q. 267. How and where do you block a cross-head 
264 



when disconnected from the main rod ? 

A. 267. Secure a wooden block between cross-head 
and cylinder on bottom guide. This will place cross- 
head at the back end of guides; also the piston will be in 
rear end of cylinder. 

Q. 268. What is the object of always placing cross- 
head at the rear end of the guides? 

A. 268. As the valve stem and piston rod relieve a 
certain i)ercentage of square inches on the rear of valve 
and piston, the valve and piston are always liable to 
move toward the rear of the cylinder by steam being 
admitted to the front end of cylinder. It is always 
proper to block to the rear when it is possible there is 
no danger of the valve or piston moving. 

Q, 269. In case it should become necessary to block 
cross-head at the front end of guide, what extra pre- 
caution should be taken? 

A. 269. If you so desire, push the slide valve all 
the way ahead, so steam will be located at rear end of 
piston; take out front cylinder cock if so desired. If 
cylinder has an indicator plug, remove it and leave 
cylinder cock alone. 

Q. 270. With an outside admission engine, how does 
the valve start to travel — with the piston or away from 
the piston? 

A. 270. At the beginning of the stroke a valve "with- 
out side admission starts and m.oves in the same direc- 
tion with the piston. On inside admission engine the 
valve starts in the opposite direction to the piston. 
While the piston starts back the valve starts and 
travels ahead. 

Q. 271. If necessary to block cross-head at the rear 
of the guides with an inside admission engine, how 
would you locate valve in valve chamber, especially if 
rings were worn on piston valve? 

A. 271. If necessary to block cross-head at rear of 
guides and piston valve rings should leak on an inside 
admission engine, always move piston valve ahead. 
This will permit steam to rush to the front of the pis- 
ton-head, while the rear of the piston will be in com- 
munication with the atmosphere through the exhaust 
and steam port at the rear of piston and piston valve. 

Q. 272. What would you do if it became necessary 
to block the cross-head at the head end of the guides? 

A, 272. Reverse the piston valve and move it toward 
265 



the rear of the piston chamber, so as to allow steam to 
rush to the rear of the piston. 

Q. 273. What is the meaning of the words covering 
ports? 

A. 273. When* the valve overlaps the steam admis- 
sion ports to the cylinder, so as to prevent steam from 
entering the cylinder at either end of the valve. 

Q. 274. What would you do if the main rod was to 
break at cross-head? 

A. 274. If main rod were to break at cross-head, and 
no other damage was done, I would remove the main 
rod, block cross-head and come in one-sided by covering 
ports on the disabled side. 

Q. 275, What would you do if the side rod or back 
pin should break? 

A. 275. Eemove broken parts; also side rod on the 
same portion on the opposite side. 

Q. 276. When side rods or pins break on one aide 
of a locomotive, why is it necessary to remove the side 
rods of the same connection on the opposite side of 
locomotive ? 

A. 276. Always remember the weight is resting upon 
the driving wheels. If the back driving wheels have 
30,000 pounds resting upon them and there are two side 
rods connected together, one on one side and the other 
on the opposite side, realize the strain that is placed 
on one rod if left up in position. 

Q. 277. Then, under the above explanation, why do 
we remove the opposite side rod? 

A. 277. To prevent damage to the opposite rod. 
With the excessive strain on these rods and pins they 
are liable to break or buckle rods. 

Q. 278. What bad effect is there of sanding a rail 
while the engine is slipping, without first shutting off 
steam ? 

A. 278. The liability of loosening tires, breaking 
crank-pins and side rods. 

Q. 279. Can all four-wheel switching engines be 
operated with side rods down? 

A. 279. No; only those with the eccentrics attached 
to the main driving wheel axle. 

Q. 280. Is it proper to allow sand to operate from 
the sand-box on one side of a locomotive? 

A. 280. No; this is considered poor judgment, and 
never undertake to sand the rail on one side only, as 
you are liable to twist axles, break crank pins and do 
266 



damage to the engine. 

Q. 281. How would you block up an engine for a 
driving spring or hanger? 

A. 281. Block between the driving box affected and 
frame. Placing in a piece of iron or hard wood would 
also block the equalizer up in its proper position be- 
tween the disabled end and frame over the other good 
end, as this tj^e of spring requires'holding the equalizer 
level. 

Q. 282. How would you block up an engine for a 
broken equalizer? 

A. 282. Block on top of all boxes effected, raise the 
engine up by running the wheels up on an incline or 
wedge to lift the frame while other boxes are blocked. 

Q. 283. How would you block up an engine for a 
broken engine truck spring or hanger. 

A. 283. With a four-wheel engine truck, block over 
equalizer and under top bar of engine truck frame close 
to ban(i of spring sufficiently high to make engine ride 
level with other side. If hanger is broken put block 
under end of spring and pedestal brace. 

Q. 284. How would you block up for a broken engine 
truck tire ? 

A. 284. After discovering which tire is broken or 
loose remove the cellar out of the broken or loose wheel, 
place in a block between the journal and pedestal of 
the broken tire. After it is properly secured raise the 
wheel up to clear the rail, take a chain and secure it to 
the truck frame and engine frame, raising the wheel 
up a sufficient distance to clear the rail. Proceed slow- 
ly, leaving the three good wheels perform the work. 

Q. 285. How would you block an engine for a broken 
intermediate equalizer on a Mogul type engine? 

A. 285. Wedge between equalizer and cylinder sad- 
dle opposite to where it is broken. If back end is broken 
wedge under the boiler and over frames with a railroad 
tie, securing the front of the equalizer to the tie or rail 
with a chain. 

Q. 286. What would you do in case of a loose or 
broken tire on the back wheel or wheel was disabled so 
as to prevent you from operating the engine, and it be- 
came necessary to proceed and clear the main track? 

A. 286. Block wheel up to clear rail and proceed. 

Q. 287. When you block up an engine, and the block- 
ing is placed over the top of the front box, where is the 
weight carried? 

267 



A. 287. It makes no difference which box is blocked. 
Wherever the blocking is located, that is the box carry- 
ing the weight. 

Q. 288. What is the best material to use for block- 
ing purposes at any time? 

A. 288. Metal blocking, if it can be had. 
Q. 289. What would you do if you were in charge of 
a locomotive and it was equipped with a spring saddle 
located over the top of the frame and resting on the 
box, and the brass became broken or hot? 

A. 289. Run the wheel up on an incline and place 
blocking in between the frame and spring saddle. This 
will relieve the weight from the disabled box. 

Q. 290. How do you proceed to a side track with a 
broken truck wheel ? 

A. 290. Block between box and pedestal brace, chain 
wheel on opposite side and slide wheel to first side 
track. 

Q. 291. How would you block up and proc*eed to a 
side track with Mogul type engine with engine truck or 
axle broken? 

A. 291. The defect seldom occurs. On modem type 
engines the engine crews can do very little in helping 
themselves. If, however, repairs can be made, a good 
method is to jack up the front end of engine and take 
out the broken parts. Then pry up the truck frame 
and chain the sides of the truck frame to engine frame. 
Bear in mind the engine must carry the load. 

Q. 292. What would you do if you broke a tender 
truck or axle? 

A. 292. The best method is to send for wreck crew 
and save time, as engines are not equipped with suit- 
able chains and blocking to start and block up so as 
to return to engine house. 

Q. 293. If necessary to assist in blocking up tender 
truck so as to proceed, explain in detail how to start and 
do the blocking. 

A. 293. Place a piece of timber or rail across top of 
tender, jack up corner of truck that is disabled; chain 
it to the timber and fasten timber at the other end to 
hold it so it will carry the disablea truck. If possible 
to slide the wheel or truck, place a tie across the rail 
to carry the weight and keep the wheel from turning 
and then slide it to a siding. 

Q. 294. Is it necessary to take down the main rod 
if the frame was broken between the forward and back 
268 



drivingr wheel box? 

A. 294. No, but use engine moderately. 

Q. 295. Is it necessary to take down the main rod 
if the frame were broken between the cylinder and for- 
ward driving wheel box ? 

A. 295. No, but cover ports and proceed one-sided, 
leave main rod up. 

Q. 296, Would you disconnect the engine for a 
broken guide? 

A. 296. Yes. 

Q. 297. How would you handle an engine if unable 
to close the throttle, or the dry pipe was leaking so as 
te allow the engine to move? 

A. 297. Reduce steam pressure so as to control en- 
gine with the reverse lever and air brake. 

Q. 298. How can you tell if the throttle valve or 
throttle box is leaking, or the lower end of the stand 
pipe or dry pipe? 

A. 298. If throttle valve or box leaks, dry steam will 
be sho^vn at cylinder cocks. If lower end of stand pipe 
or dry pipe leaks, water will be shown at cylinder cocks. 

Q. 299. What would you do if throttle became dis- 
connected and remained closed? 

A. 299. If no other way possible, ask for assist- 
ance, but if engine is equipped with a drifting valve, 
proceed, using drifting valve as a throttle. 

Q. 300. Can you replace a tender brass? 

A. 300. Remove sponging, then jack up box and 
brass is easily removed. 

Q. 301. Can you replace an engine truck brass? 

A. 301. Remove sponging, jack up box, and brass is 
easily removed. 

Q. 302. If the brass does not wear at an even thick- 
ness will it run hot? 

A. 802. Not at all times. That is due to the line of 
truck or brass located in box. 

Q. 303. Can a driving wheel box brass be renewed 
v/hile enroute? 

A. 303. Yes, some brasses are termed slip brasses 
and are used in engines on the front and rear boxes 
and can be replaced by raising up weight off the box and 
the old brass slipped out and a new one slipped in. 

Q. 304. How can you proceed and bring home an 
engine with a broken main driving wheel? 

A. 304. PRACTICAL EXPERIENCE. 

Several years ago when in the employ of the Penn- 
269 



J 



sylvania Railroad, I was ordered to go after a locomo- 
tive on which the driving wheel was broken on the left 
side. The first thing I did was to remove all side rods, 
and the main rod on the side disabled, blocked the cross 
head and covered ports on the disabled side, then placed 
a jack at the axle next to the box on the inside, raising 
up box, removed the cellar from disabled box, and placed 
a crown brass next to the journal and blocked up be- 
tween the crown brass and the pedestal. After having 
it secured properly, I chained the broken wheel to the 
frame of engine and proceeded one sided. This engine 
was run a distance of 40 miles. 

SECTIONAL VIEW OF FRONT END OF LOCOMOTIVE 




Q. 305. What is the desirable length of front end? 
270 



^ih 



A, 305. The front end or smoke arch should be of 
a sufficient length to provide room for steam pipe, ex- 
haust pot, draft pipe, diaphragm and netting. 

Q. 306. Name the different parts located in smoke 
arch of a locomotive. 

A. 306. Exhaust pot and exhaust tip, draft pipe, ad- 
justable diaphragms and deflecting plates, used to be 
regulated to control the proper draft, and make the fire 
bum correctly. 

Q. 307. What effect is there to a draft on the fire, if 
exhaust pot tip is increased or decreased? 

A. 307. Exiiaust pot tips are increased in size to 
decrease the exhaust on the fire, and decreased in s^ze 
to increase the exhaust. Where diaphragm plates are 
used they can be regulated to an advantage, to permit 
the engine to increase the burning of coal or decrease 
it. When the diaphragm plate is lowered down even, the 
engine is made to bum the coal quickly at the front end 
of fire box. Raising the diaphragm plate the fire is 
made to bum more evenly all over the fire box. If 
raised higher on one side than the other then it will 
affect the sides of the fire. 

Q. 308. What bad effects arrive from the leaking 
of flues, steam pipes or exhaust pipe joints leaking ? 

A. S08. Flues leaking decrease the steaming quali- 
ties, if in the fire box portion affect the fire, if in the 
smoke arch portion, decrease the vacuum and prevent 
the proper circulation of air and gases. 

Q. 309. What is the benefit in having the exhaust 
steam pass through the draft pipe and stack properly, 
after leaving the exhaust pot? 

A. 309. It is always proper to notice that the steam 
leaving the stack has filled the stack proper, and if 
this is done then you can realize whether the diaphragm 
plate is proper. The engine will have good steaming 
qualities and it is always well to know that the exhaust 
pot is direct in line with the stack. 

Q. 310. How does the exhaust steam passing 
through the draft pipe and stack create a draft? 

A. 310. The exhaust steam passing through the 
draft pipe and stack creates a partial vacuum in the 
smoke arch, this in return permits the air to rush 
- through the damper openings, grates, fire and tubes. 
This causes the oxygen to combine with the gases of the 
fuel and the carbon, producing the proper amount of 
heat and combustion. 

271 



Q. 311. How does this affect the fire, so proper 
results are obtained? 

A. 311. Without the exhaust steam rushing through 
the stack, the combustion would be so slight that there 
would not be a sufficient amount of heat to generate 
steam as fast as it is used, but with this extra exer- 
tion of the rapid move of steam, this in return pulls the 
air at a rapid speed through the fire. This great amount 
of oxygen coming in contact with fuel and fire causes a 
perfect combustion, and this rapidly changes the water 
to steam. 

Q. 312. Why is steam so visible from one side of the 
stack? 

A. 312. Indicates something is out of line, nozzle's 
draft pipe, stack, diaphragm plate, or deflecting plate. 

Q. 313. When steam leaves the exhaust nozzle how 
far does it expand to the foot? 

A. 313. About six inches to the foot. For every 
foot it raises, it expands about 6 inches from the center 
line of the steam exhaust. 

Q. 314. What are the bad effects of a leaky steam 
pipe, tee head, exhaust pot joint, blower leaking, air 
pump steam exhaust pipe leaking? 

A. 314. It serves to keep the front end damp and 
helps to destroy the vacuum. 

Q. 315. What effect will there be on a fire if there 
are a number of flues choked up? 

A, 315. Produces an improper draft. The proper 
amount of vacuum is not created and boiler will not 
generate the proper amount of steam. 

Q. 316. What nrevents the fire from burning 
brightly? 

A. 316. When fire door is opened and too much cold 
air is admitted there is a dead red color on the fire. 
That indicates the coal is not burning correctly. To 
have the fire burn properly, coal must be fed to the fire 
properly. If there is not a sufficient amount of coal 
admitted to the fire box the fire will be too light, and 
this in return will tear holes in through the fire. If 
fed too fast it can not receive the proper amount of air 
to combine with the gases, and the engine will be a 
poor steaming engine. 

Q. 317. Is it proper for a fireman to keep his eye on 
the steam gauge, and why? 

A. 317. Doors should not be opened wide when pops 
has gone into action. This means a waste of coal, and 
272 



in return the expansion and contraction is liable to do 
damage to fire box sheets. 

Q. 318. Why is there a tremendous noise when 
throttle is closed? 

A. 318. This is due to too much gas leaving the coal 
and not a sufficient amount of air to equalize in propor- 
tion. This in return permits the gas to explode as fast 
as it comes in contact with the heat, as there are not 
equal proportions of air and gas combined. This is 
what makes that unpleasant n-^ise. 

Q. 319. Describe the ash pans and slides. 

A. 319. The ash pan is connected to the engine 
frame by braces, and to the fire box and are located 
below the gates so as to receive all ashes that the fire 
box is discharging. The pans are nrovided with open- 
ings from which the ashes are removed, also with damp- 
ers with which to regulate draft. They are so designed 
so as to prevent fire from dropping. 

Q. 320. How often should you examine ash pans, 
dampers and ^ates and slides? 

A. 320. Before each day's work. 

Q. 321. Why is it important to know that grates, 
ash pans, dampers and slides are in good condition, and 
that the slides are closed while enroute? 

A. 321. So as to prevent fire from dropping. 

Q. 322. What would you do while proceeding enroute 
if you discovered fire dropping along the road? 

A. 322. Stop at once and investigate the cause. 

Q. 323. If through accident the front end became 
disabled how can you proceed? 

A. 323. Make temporary repairs with sheet iron or 
boards and proceed. 

Q. 324. Why is it important that the front end be 
absolutely light, and no air be admitted? 

A. 324. So as to give a free and perfect vacuum 
for combustion. 

Q. 325. How can you repair a broken grate while 
enroute? 

A. 325. Place in a piece of iron that will cover the 
openings, place green coal or ashes on it and proceed. 
By doing this there are no chances taken in burning it 
out until you arrive at the engine house. 

Q. 326. How can you repair a whistle lever if broken 
while enroute? 

A. 326. If whistle lever is broken so there is a 
sufficient amount of the lever left, take a piece of wire 
273 



, or cord and fasten whistle rope. If broken out at the 
fulcam part of the lever, remove same and repair it 
with a packing hook if possible. 

Q. 327. What causes a driving wheel flange to cut 
on one side of an engine? 

A. 327. Very often due to the truck being out of 
line. Change the truck around and that may remedy 
it. If in the driving wheel, boxes are tramed out of 
line, there is no remedy, only to have them lined back 
and ahead, whichever way you desire to have the engine 
in line. 

Q. 328. What would you do if the engine were 
running to the right? 

A. 328. Line the left side back and the right side 
ahead. If on the opposite side line just the reverse. 

Q. 329. What would you do if you discovered your 
engine was throwing fire due to some disablement in 
the front end? 

A. 329. Use a light throttle and proceed reporting 
same on arrival at engine house. 

Q. 330. What would you do if a hole appeared in 
the ash pan while enroute? 

A. 330. If you can repair same temporarily do so. 
If not, report same on the arrival at ensrine house. 

Q. 331. What is the engineer's duty at expiration 
of a day's work, or trip? 

A. 331. Before leaving the engine, see that the boiler 
has the proper amount of water, see that lubricator is 
shut off properly and engine secured so as not to move, 
cylinder cocks left open, and drifting valve closed. 

Q. 332. What is the engineer's duty in reference to 
work report? 

A. 333. A careful inspection of the locomotive and 
report all work necessary to be done, at the engine 
house or the one in authority. 

^ BAKER VALVE GEAR. 

Q. 834. How does the Baker valve gear differ in 
construction from the Walschaert. 

A. 334. The Baker valve gear motion is taken direct 
from the eccentric crank and cross head. 

Q. 335. Name the principal parts of the Baker 
valve gear. 

A. 335. Valve stem, combination lever, gear connec- 
tion rod, union link crosshead arm, and reach rod, ec- 
centric rod, eccentric crank, radius bar, reverse yoke, 
bell cank arm, and bell crank. 
274 



Q. 336. What would you disconnect for a broken 
crank or eccentric rod? 

A. 336. Place reverse lever in center of quadrant. 
This will locate the crank in proper position to block, 
take down eccentric rod, remove the pin out of short 
reach rod, placing reverse yoke over against the frame, 
block the bell crank, as holes are provided in frame for 
same. 

Q. 337. Where was there a good view of the different 
makes of valve motion? 

A. 337. Down at Atlantic City on Young's Pier, at 
the Master Mechanics' Convention. 

Q, 398. What would you do if the lower part of gear 
connection rod should break? 

A. 338. Block in same manner as you would for a 
broken eccentric rod or crank. 

Q. 339. How would you block for a broken union 
link? 

A. 339, Block the same as broken crosshead arm. 

Q. 340. How would you block for a broken cross- 
head arm? 

A. 340. Place the reverse lever in center of quad- 
rant, and set the combination lever direct, fasten in that 
position and proceed. 

Q. 341. How would you block for a broken or dis- 
abled combination lever? 

A. 341. Cover ports, remove combination lever, and 
valve rod. 

Q. 342. How would you proceed with a broken valve 
rod? 

A. 342. Cover ports, remove combination lever and 
valve rod. 

Q. 343. What would you do if the reverse yoke 
should be broken or disabled? 

A. 343. Block in front and back of the yoke and 
remove reach rod. Act the same as in a broken eccen- 
tric rod if broken below the ears. 

Q. 344. How would you proceed with a broken re- 
verse arm? 

A. 344. Take down reach rod and block the yoke on 
side disabled. 



275 







•I 



January 9, 1917. 
Mr. Deal was ordered to report at the Baldwin Loco- 
' motive Works at Eddystone to familiarize himself with 
the above locomotive; so when they were finished and 
ready to be delivered to the Philadelphia and Reading 
system, he would be in a position to demonstrate same 
to those who were put in charge of them. This was so 
done and the first engine delivered was engine 1801. 

A. 1. The writer's method of explaining the Mallet 
engine: First, it is the duty of every engineman or 
276 



fireman who has anything to do with a Mallet Com- 
pound Locomotive to undertsand the meaning of the 
word articulated and mallet. 

A. 2. The word articulated means movable pieces 
fitted together working in each other, as the joint of the 
skeleton of insects or animals. 

A. 3. The word Mallet means the name of the gen- 
tleman who designed the locomotive. As we under- 
stand the meaning of the word articulated, and realize 
it is a joint within a joint working together, then we 
know that these joints must be kept well lubricated, so 
as to give access to movement, 

A. 4. It is understood that the French nation in all 
names drop the last letter of their names, therefore the 
proper pronunciation of the word Mallet is Malle. That 
is the reason it is termed in the words "Articulated 
Malle." 

A. 5. The most successful type of an articulated 
locomotive, at present, is the Malle compound locomo- 
tive, and was first introduced by a French engineer by 
the name of M. Anatole Mallet, and introduced on the 
European railroads in 1889. 

A. 6. The Malle locomotive was first introduced into 
this country and was adopted for the use of a push-up 
locomotive on designated grades of a very heavy per 
cent, due to the fact that the tractive power is so great 
that it did not require as many locomotives to do the 
work. In other words the Malle took the place of two 
ordinary engines formerly used. 

A. 7. The tractive force of a locomotive depends 
principally upon the weight carried upon the driving 
wheels. There is a maximum weight for each pair of 
wheels resting on the rails, which cannot be safely 
exceeded, therefore the number of driving wheels used 
must be such that the weight necssary for adhesion 
can be carried without overloading the rails. 

A. 8. It is not practicable to couple more than five 
pairs of driving wheels together in one group, and on 
some railroads this could not be accomplished due to 
short curves, and a locomotive of this class could not 
traverse curves. 

A. 9. The desired power when the locomotive was 
in use on a straight line would be all right, but when 
the locomotive was placed on a curve the friction pro- 
duced by the binding of -the wheels on a curve, would 
produce such a great loss of power and the extra pair 
277 



of wheels attached so as to produce the greater amount 
of adhesion between the wheel base and rail, while on 
a straight line it would be more detrimental to the loco- 
motive on the curve. So now to overcome the extra 
amount of friction the Malle compound locomotive was 
introduced. 

A. 10. With a given allowable weight per axle a 
Malle locomotive can be designed and constructed so as 
to develop twice as much tractive power as a locomotive 
of an ordinary tyi)e, because twice as many pairs of 
wheels can be used under a boiler, so the weight neces- 
sary for adhesion can be safely carried and used with- 
out the slightest amount of trouble, and in proportion 
a greater tractive force can be developed, providing the 
locomotive is constructed according to dimensions. 

A. 11. The high tractive force, however, can be util- 
ized only at moderate speeds such as are maintained 
on any freight engine or mountain engine, as like all 
other types of locomotives the trailing force decreases 
as the speed increases, and so the locomotive has 
reached a point where the large adhesion weight is 
lost and cannot be utilized. When the Malle locomo- 
tive is designed for a certain class of service the best 
results are obtained. 

A. 12. First, I will say to any locomotive engineer 
or fireman, who ever fired a compound locomotive, under- 
stands that it was far easier to fire than a straight 
simple expansion locomotive. On a compound locomo- 
tive the steam is used expansively twice before it is 
exhausted to the atmosphere. The only difference be- 
tween the Vauclain compound locomotive and the Malle 
compound locomotive is ^he steam of the Vauclain com- 
pound locomotive was operated in the above manner, 
steam from the high-pressure cylinder was exhausted 
through the center of the valve to the low-pressure cylin- 
der, then from the low-pressure cylinder to the atmos- 
phere. By the use of the same valve, on a Malle com- 
pound locomotive the steam is operated by the use of 
two valves, one located in the high-pressure steam chest 
and the other in the low-pressure steam chest. 

A. 13. The Malle locomotive the steam is admitted 
to the high-pressure steam chest and through the 
action of the valves is admitted to the high-pressure 
cylinders and from the high-pressure cylinder:^ to the 
low-pressure receiving pipe and low-pressure valves, and 
through the action of the low-pressure valves to the 
278 



low-pressure cylinders and from the low-pressure cylin- 
ders to the atmosphere. 

Q. 14. When an engineer is to take charge of a loco- 
motive, it is his duty to understand how the steam 
travels from the throttle valve to the steam cylinders 
and the atmosphere. The Malle engine when the 
throttle is operated steam passes through the throttb 
box to the stand pipe, to the dry pipe, to the superheated 
header, to the superheated units, to the steam pipes and 
steam chests. The movement of the valves is the move- 
ment of the steam pistons in the cylinders, both admit- 
-ting and exhausting the steam, after the engine has 
moved and steam has been used in the high-pressure 
cylinders, then it is exhausted from the high-pressure 
cylinders to the exhaust or receiving pipe leading to 
the low-pressure steam channel, which leads to the low 
pressure steam chests, and valves, and the movement 
of the low-pressure valves is the movement of steam to 
the low-pressure cylinders, and then through the action 
of the valve to the exhaust to the smoke arch and the 
atmosphere. Through this explanation you can under- 
stand that there is no steam admitted to the low-press- 
ure cylinders from the throttle of the locomotive, as 
there is no communication for boiler pressure to the low 
pressure cylinders but there is an intercepting valve 
that can be used when so desired that will admit boiler 
pressure direct to the low-pressure receiving pipe and 
steam channel leading to the low-pressure valves and 
cylinders. 

A. 14. Explain the operations of the intercepting 
valve. While steam is being admitted to the high- 
pressure steam chests it is also being admitted to the 
intercepting valve through a 3-inch pipe. This steam 
is admitted directly in front of a differential piston, 
which is three inches in diameter forcing it back and 
unseating eleven three-quarter-inch holes. Steam passes 
through these holes to a three-inch pipe leading to a 
ten-inch receiving pipe. This ten-inch pipe leads from 
the high-pressure cylinder exhaust to the low-pressure 
steam channel in low pressure steam chests and through 
the action of the low-pressure valves places the steam 
in the low-pressure cylinders, and from there *:o the 
exhaust of the low-pressure valves to the atmosphere. 

A. 15. While the steam is performing its duties to 
the cylinders, it is also passing live steam through an 
equalizing pipe, which leads to the opposite end of the 
279 



differential piston which is six inches in diameter and 
just as soon as the large end of the piston receives 55 
pounds of steam pressure the differential piston is 
moved ahead and the eleven 3-4-inch holes are blanked 
off so there is no more steam from the throttle admitted 
to the low-pressure receiving pipe, and the steam now 
5ased in the low-pressure steam chests and cylinders 
through the low-pressure receiving pipe is exhaust steam 
from the high-pressure cylinders. 

A. 16. There is a valve connected at the king box 
which has a 3-4-inch pipe leading from the valve to the 
rear of the intercepting valve vrhich is six inches in 
diameter, and when this valve is opened steam enters 
the differential piston directly back of the diameter of 
six inches and forces the valve ahead, closing off the 
steam from the throttle valve that is admitt^ to the 
three-inch end of the differential piston. 

A. 17. When the intercepting valve is kept closed by 
live steam direct from the boiler, this valve is useless 
and you must depend on the high-pressure engine ex- 
hausting steam to the low-pressure cylinders, and 
through this movement the low-pressure receiving pipe 
must be built up to a pressure sufficiently high enough 
to give the low-pressure engines power to do their work, 
say, in figures of steam pressure admitted to the low- 
pressure engines just like shown below. 

High pressure engines with a 26-inch cylinder con- 
tains 530 square inches less the decimal, which are close 
figures to same. And the low pressure cylinder con- 
tains 1256 square inches. 

These figures shown here represent the valve travel 
on a high pressure valve and the low pressure valve. 

High pressure valves — Maximum travel, 6 inches, 
steam lap, 1% inches; exhaust clearance, % inch; lead, 
V4. inch. 

Low pressure valves — Maximum travel, 6% inches; 
dteam lap, % inch; exhaust clearance % inch; lead, % 
inch. 

One reverse lever, operating both front and back 
valves, so when the valve travel is shortened on the 
high pressure valves it affects the front valves at the 
same time. 

Twenty pounds of steam in low pressure receiving 
pipe means about 25.120 pounds in the low pressure 
eylinders valve full travel. 

Thirty pounds of steam in low pressure receiving piDe 
280 



means about 37,680 pounds in low pressnre cylinders 
valve full travel. 

Forty pounds, 50.240 pounds low pressure cyclinder 
valves full travel. 

Fifty pounds, 62,800 pounds low pressure cylinders 
valve full travel. 

Sixty pounds, 75.360 pounds low pressure cylinders 
valve full travel. 

Sixty-five pounds, 81.640 pounds low pressure cylin- 
ders valve full travel. 

Seventy pounds, 87.920 pounds low pressure cylinders 
valve full travel. 

Eighty pounds, 100.480 pounds low pressure cylinders 
valve full travel. 

Ninety pounds, 113.040 pounds low pressure cylinders 
valve full travel. 

One hundred pounds, 125.600 pounds low pressure cyl- 
linders valves full travel. 

High pressure cylinder contains 530 square inches. 

One hundred and forty-five pounds of steam in cylin- 
der, the pressure against the high pressure piston, 
76.850 pounds. 

One hundred and forty pounds, total, 74.200 pounds 
against the piston. 

Low pressure cylinder contains 1256 square inches. 

Sixty-five pounds of steam in cylinder, the pressure 
against the low pressure piston 81.640 pounds. 

Sixty pounds, total, 75.360 pounds. 

High pressure cylinder back pressure against the pis- 
ton with 60 pounds of steam in low pressure receiving 
pipe, total, 31.800 pounds back pressure! 65 pounds of 
steam, total, 34.450 pounds back pressure. 

High pressure cylinder, 76.850 pounds working pres- 
sure; receiving pipe, 65 pounds, 34.450 pounds back 
pressure; total working pressure, 42.400 pounds actual 
working pressure in high pressure cylinder. 

High pressure cylinder, 74.200 pounds working pres- 
sure; receiving pipe pressure, 31.800 pounds back pres- 
sure; total working pressure, 42.400 pounds actual work- 
ino- pressure. 

High pressure cylinder, 76.850 pounds working pres- 
sure; receiving pipe pessure, 70 pounds, 37.100 pounds 
back pressure; 39.750 pounds actual working pressure. 

High pressure cylinder, 74,200 pounds working pres- 
sure; receiving pipe pressure, 70 pounds, 37.100 pounds 
working pressure; 37.100 pounds actual working pres- 
281 



sure. 

High pressure cylinder, 76.850 pounds working pres- 
sure; receiving pipe pressure, 80 pounds, 42.400 pounds 
back pressure; 34,450 pounds actual working pressure. 

High pressure cylinder, 74.200 pounds working pres- 
sure; receiving pipe pressure, 80 pounds, 42.400 pounds 
back pressure; 31.800 pounds actual working pressure. 

High pressure cylinder, 76.850 pounds working pres- 
sure; receiving pipe pessure, 90 pounds, 47.700 pounds 
back pressure; 29,150 pounds actual working pressure. 

High pressure cylinder, 74.200 pounds working pres- 
sure; receiving pipe pressure, 90 pounds, 47.700 pounds 
back pressure; 26.500 pounds actual working pressure. 

High pressure cylinder, 76.850 pounds working pres- 
sure; receiving pipe pressure, 100 pounds, 53.000 pounds 
back pressure, 28.850 pounds actual working pressure. 

High pressure cylinder, 74.200 pounds working pres- 
sure; receiving pipe pressure, 100 pounds, 53.000 pounds 
back pressure; 21.200 pounds actual working pressure. 

It is easily understood the higher the low pressure 
receiving pipe is built up in pressure the more back 
pressure is placed against the high-pressure piston, as 
the low pessure receiving pipe is the exhaust for the 
high pressure cylinders and valves. Therefore, while 
one side of the piston has the steam direct from the 
throttle the other side of the piston is in communica- 
tion with the exhaust to the low pressure receiving pipe. 

Q. 1. What is a locomotive? 

A. 1. Two stationary engines combined in one, work- 
ing from right angles. 

Q. 2. "What gives it locomotion? 

A. 2. The adhesion of the wheels to the rail. 

Q. 3. When is a locomotive not a locomotive? 

A. 3. When the wheels slip on the rail. Then it is 
a stationary engine. 

Q. 4. What is an articulated Mallet engine? 

A. 4. Four engines combined in one, working from 
right angles, and working as two independent locomo- 
tives. 

Q. 5. Explain how this type of engine differs from 
a simple engine? 

A. 5. A simple engine is designed and constructed to 
use its steam expansively once, then pass it to the at- 
mosphere, while a Mallet engine uses its steam expan- 
sively twice before passing it to the atmosphere. 

Q. 6. Why is the front pair of engines callea the 
282 



low pressure engines? 

A. 6. The low pressure engines are located under 
the boiler in front of the high pressure engines. These 
cylinders being the largest of the two pair of cylinders, 
the steam is first admitted to the small cylinders direct 
from the boiler and exhausted from the small cylinders 
to the larger cylinder. Therefore, the low pressure 
cylinders receiving the steam after it once has done its 
work in the high pressure cylinders and the steam is 
decreased in pressure by its former use in the high 
pressure cylinders. 

Q. 7. Why do we receive the same power out of the 
low pressure cylinders as we did out of the high pres- 
sure cylinders? 

A. 7. The largest piston has the greatest area of 
square inches. Therefore, a decreased pressure of steam 
admitted to the low pressure cylinders gives the same 
power as th small cylinder with an increased pressure. 

Q. 8. Why are the rear engines called the high- 
pressure engines? 

A. 8. When the throttle is opened the steam passes 
direct from the boiler to the high pressure steam chests 
and cylinders. 

Q. 9. Explain the travel of steam from the high 
pressure cylinders to the low pressure cylinders. 

A. 9. When the throttle is opened steam travels 
from the boiler to the throttle box, to the stand pipe, to 
the dry pipe, to the superheated header, to the super- 
heated units, to the steam connection in the smoke box, 
to the steam pipe and to the steam passage leading t& 
the steam chest. The steam valve located in the steam 
chest distributes the steam to the high pressure cylin- 
ders through the admission ports after the steam has 
followed the piston the required distance. The valve 
through its action admits the steam back again through 
the same admission port to the exhaust port to the 
low pressure receiving pipe, this pipe being connected 
with the low pressure cylinders. The steam when being 
exhausted in the low pressure receiving pipe passes to 
the steam passage located in the low pressure steam 
chests. Located in those steam chests are valves de- 
signed in the same manner as in the high pressure 
steam chests. After the steam passes these valves into 
the low pressure cylinders, in the same manner as in 
the high pressure valves, it is exhausted from the low 
pressure cylinders to the exhaust port to the atmos- 
283 



phere. 

Q. 10. When starting a train, how should the inter- 
cepting valve be used ? 

A. 10. The intercepting valve is an automatic oper- 
ator, and is operated by one independent pressure uf 
steam working against s& differential piston which is of 
a different size. 

Q. 11. What is the valve located at the king-box 
for, that has a three-quarter pipe leading down to 
the . large end of the differential piston ? 

A. 11. It is to be opened at any time you do not 
desire the intercepting valve to be operated, or when 
the low pressure receiving pipe is built up to a high 
pressure. Then it is the duty of the engineer to open 
the valve and close the intercepting valve off, so as 
to prevent any more live steam from the throttle 
entering the low pressure receiving pipe. 

Q. 12. When is an articulated Mallet engine doing 
the best work? 

A. 12. When the low pressure receiving pipe reg- 
isters 60 or 65 pounds of steam. Then all four en- 
gines are performing their duties the best. But when 
that pressure is advanced then the high pressure en- 
gine is decreased in power from the back pressure 
located in the low pressure receiving pipe, working 
against the high pressure cylinder's pistons. 

Q. 13. How should a Mallet engine be lubricated? 

A. 13. Through the cylinder lubricator in the 
cab; also through the oil flushers on the low pres- 
sure cylinders. 

Q. 14. Why should there be more oil fed to the 
high pressure cylinders than to the low pressure cyl- 
inders ? 

A. 14. The high pressure cylinders receive the 
steam direct from the boiler through the superheated 
units and is a dry, gasy steam. When steam is once 
used and exhausted to the low pressure cylinders 
through the receiving pipe it returns back close to 
saturated steam, and where there is a moisture with 
the oil it will provide more lubrication than with 
superheated steam direct. 

Q. 15. How should the water be carried in a boiler 
attached to a Mallet engine? 

A. 15. About three gauges of water, so as to be sure 
there is a full boiler of water when pulling heavy trains; 
and when the boiler is moderately full of water and re- 
mains that way you will be sure to have a good steam- 
284 



ing engine, because the steam must be used twice before 
passing to the atmosphere. A boiler containing three 
gauges of water will be a guarantee for good service 
at all times. 

Q. 16. What is the meaning of intercepting? 

A. 16. Act of intercepting; stoppage in course; hin- 
drance; obstruction. 

Q. 16. What is the meaning of differential? 

A. 16. An infinitesimal difference between two states 
of a variable quantity. 

Q. 17. What is the meaning of automatic? 

A. 17. Noting operations carried on by self-acting 
machinery. 

Q. 18. The intercepting valve used with an articu- 
lated Mallet locomotive can be named intercepting 
valve, differential valve, automatic starting valve. 

A. 18. Because it first interferes with the course of 
steam, placing an obstruction in its passage; it is differ- 
ential because it makes a difference between two variable 
pressures ; it is automatic because it is self-acting. 

Q. 19. How many ways can the intercepting valve 
be operated? 

A. 19. First, by having the equalizing pipe con- 
nected at the front of the differential piston, where it is 
three inches in diameter, and leading to the rear of the 
differential piston, where it is six inches in diameter. 
Second, the equalizing pipe can be connected to the low 
pressure receiving pipe and connected to the rear of the 
differential piston at the six-inch end. Third, the equal- 
izing pipe can be removed and depend on the engineer 
to open and close the saturated steam valve connected 
to the king-box in the cab. 

Q. 20. How can you change the articulated Mallet 
engine from a simple engine to a compound engine? 

A. 20. Open the valve at the king-box in the cab 
of the locomotive and the engine will work compound at 
all times. Keep it closed and it will work as a simple 
engine until the intercepting valve closes automatically. 

Q. 21. What pressure of steam does the gauge hand 
register attached to the low pressure receiving pipe ? 

A. 21. Pressure of steam admitted to the low pres- 
sure cylinders. 

Q. 22. What pressure of steam does the gauge hand 
register when the locomotive is working compound and 
the intercepting valve is closed off under an automatic 
action ? 

A. 22. Exhaust steam from the high pressure en- 
285 



gines. 

Q. 23, What pressure of steam does the gauge hand 
register when the locomotive is working as a simple 
engine and the intercepting valve will not close off 
under an automatic action? 

A. 23. That indicates the intercepting valve is stuck 
open and must be closed by the use of the steam valve 
at the king-box. 

Q. 24. Is there any other cause that will allow the 
gauge hand on the low pressure receiving pipe to in- 
crease in pressure? 

A. 24. High pressure valves leaking or piston pack- 
ing rings worn out or broken or cylinder packing worn 
out or broken. 

Q. 25. What is the pipe called that extends from the 
side of the intercepting valve to the rear of it? 

A. 25. It is termed an equalizing pipe, and this valve 
is designed and constructed to be used with the Baldwin 
articulated Mallet engines. 

Q. 26. At what pressure of steam does the low pres- 
sure cylinder do the best work ? 

A. 26. When the low pressure gauge registers 60 
to 65 pounds. 

ARTICULATED MALLET ENGINES. 
DEFECTS AND REMEDIES. 

Q. 1. How should you lubricate the valves and cylin- 
ders of the low pressure engines, providing the lubri- 
cator feed became inoperative, either on one side or 
the other? 

A. 1. Through the oil flushes provided on the low 
pressure steam chests; also through the oil pipe lead- 
ing to the low pressure receiving pipe, and the oil pipe 
leading to the automatic starting or intercepting valve. 

Q. 2. What would you do if the crosshead was to 
break on a low pressure cylinder? 

A. 2. If the crosshead is damaged so it will not 
necessitate taking down the main rod,, disconnect the 
valve rod cover ports and proceed one-sided. The op- 
posite side can be operated. Keep the intercepting 
valve closed, as the exhaust steam from the two high 
pressure cylinders will provide steam for the one low 
pressure cylinder. Use a light throttle, as it does not 
require as much steam as if both low pressure cylinders 
were in operation. 

Q. 3. What would you do if the main rod broke so 
it had to be removed on the low pressure engine ? 
286 



A. 3. Take down the main rod, block crosshead at 
the rear end of the cylinder, cover ports and proceed as 
Rule No. 2. 

Q. 4. "What would you do if the main rod broke on 
the high pressure engine? 

A, 4. Take down broken parts, block crosshead at the 
rear end of the cylinder, cover ports, blank off equaliz- 
ing pipe so the intercepting valve would remain open. 
This would permit steam direct from the throttle to 
enter the low pressure valves ai^d cylinders. In this 
case, the low pressure engines must do most of the work. 

Q. 5. What would you do if the low pressure receiv- 
ing pipe was to break? 

A. 5. If broken so you had to give up train, proceed 
with the light engine, keep the automatic starting valve 
closed, then use a light throttle to operate the high pres- 
sure engines. The only steam that would escape is the 
exhaust steam from the high pressure cylinders. When 
close to a road crossing leave the engine drift; when on 
the level, after the engine is moving, open the drifting 
valve, if you have one, and close the throttle. 

Q. 6. What would you do if you disabled both high 
pressure engines? 

A. 6. Disconnect and cover ports on both sides, 
blank the equalizing pipe, proceed, leaving the low 
pressure engines move a light train, if possible. If 
not, proceed light. The only steam pressure admitted 
to the low pressure cylinders is through the three-inch 
pipe at the intercepting valve and low pressure re- 
ceiving pipe. 

Q. 7. What would you do if you broke a valve stem 
off close to the piston valve and it was impossible to 
cover ports ? 

A. 7. Remove the front valve head and move the 
valve back far enough to cover ports, cut a block to fit 
between the valve head and the valve, then place the 
valve head on, move the broken stem up to tie valve, 
clamp the stem, disconnect the valve in the usual way 
and proceed. 

Q. 8. What would you do if you disabled both low 
pressure engines so as to compel you to proceed with 
the high pressure engines? 
^ A. 8. Cover the ports on one side. Go to the oppo- 
site side and remove the piston valve, place in a wooden 
plug at the. valve stem end, placing it in from the 
valve chamber end, nut on the valve head and proceed, 
leaving the exhaust from the high pressure engines pass 
287 



through the exhaust ports at each end of the valve 
chamber. Open the valve at the king-box and keep 
the intercepting valve closed. This will permit the two 
high pressure engines to exhaust out of the two exhaust 
ports, one at each end of the valve chamber cap. 

Q. 9. How would you detect a worn-out set of pack- 
ing rings in the low pressure cylinders ? 

A. 9. Test the same as with a single expansion 
engine. 

Q. 10. How would you detect valves blowing on low 
pressure engines? 

A. 10. Place the engine so the main pins are between 
the quarters and the dead centers, just sufficient dis- 
tance to cover the valve ports. Put the brake on, leave 
the intercepting valve so as to work automatically, put 
on a light throttle, as this will permit steam to travel 
directly to the low pressure receiving pipe. Through 
that movement the steam will enter the low pressure 
valve chamber and show you a blow of steam through 
the valves. 

Q. 11. Why are the cylinder relief valves applied to 
the low pressure cylinders? 

A. 11. They are termed cylinder pop valves and are 
placed there to relieve any pressure of steam admitted 
to the low pressure cylinders above 75 pounds. 

Q. 12. In what position should the reverse lever be 
placed when the throttle is closed and engine is drift- 
ing? 

A. 12. The reverse lever should always be dropped 
down so as to relieve all back pressure out of the cylin- 
ders, or relieve as much back pressure as possible, and 
permit the valves to have full travel. The low pressure 
cylinders, being large, if you were to work the engine in 
a short cut-off, there would be too much back pressure 
in the cylinders when drifting. 

Q. 13. In what position should the engine be placed 
to test for blows in valves and piston of high pressure 
engine ? 

A. 13. Shut the automatic starting valve off and 
move the engine with a light throttle. If the low pres- 
sure engine continuously slips, that indicates the front 
cylinders are receiving more steam than the high pres- 
sure cylinders are exhausting. That is proof that steam 
is passing the valve rings or cylinder piston packing 
rings. This indicates worn or broken rings. 

Q. 14. What would you do if the starting valve 
stuck open while in road service? 
288 



A. 14. Disconnect the back head of the starting 
valve, drive the differential piston forward, place in a 
block of wood to fit between the differential piston and 
the head, place the head back on and proceed. 

Q. 15. riow should the automatic starting valve be 
oiled ? 

A. 15. Direct in the rear of tlie large portion of the 
differential piston. Oiling this side of the piston, you are 
also oiling; the small end of the differential piston 
through the equalizing pipe, after the starting valve has 
returned to its automatic action. When the throttle is 
closed and the differential piston returns to its normal 
position then the oil passes through the equalizing pipe 
to the small end of the differential piston through the 
eleven three-quarter-inch holes to the low pressure re- 
ceiving pipe, valves and cylinders. 

Q. 16. Why was the oiling of the starting valve 
changed from the three-inch admission steam pipe to 
the rear of the large six-inch piston? 

A. 16. When Engine 1801 arrived at Reading from 
the Baldwin Locomotive Works the first test made with 
this Mallet engine was made on Temple Hill. The low 
pressure receiving gauge soon indicated that there was 
something wrong — either the high pressure valve rings 
or piston packing was leaking, and upon making an in- 
vestigation at the engine house it was discovered that 
the intercepting valve was stuck open and could not be 
moved so as to close off. On taking it apart you easily 
could see that there was oil on the three-inch piston as 
far back as the first two rings, but beyond that the 
piston and other rings were burned red. That indi- 
cated no oil to the rear of the differential piston at the 
large end. Mr. Deal, having charge of those engines 
at that time, made the change in the oiling. He placed 
m a plug at the three-inch admission steam pipe to the 
intercepting valve where the oil pipe was attached, then 
had the oil pipe connected up at the differential valve, 
as was just explained, which is now adopted as the 
Baldwin standard. 

Q. 17. Why is there a small hole drilled in the inter- 
cepting valve casting directly in front oi the six-inch 
piston ? 

A. 17. So as to allow all steam pressure that leaks 
either by the large or small end of the differential pis- 
ton to pass to the atmosphere. 

Q. 18. What would happen if steam was to equalize 
on both sides of the large piston of the intercepting 
289 



valve ? 

A. 18. The automatic action of the valve would be 
destroyed. 

Q. 19. How can steam enter the piston so as to 
make it equalize on both sides? 

A. 19. Small rings on the end of the differential pis- 
ton leaking or the rings on the large end of the piston 
leaking. 

Q. 20. Where steam equalizes on both sides of the ' 
large end of the differential piston, what position will 
the intercepting valve occupy? 

A. 20. The starting of the low pressure engines im- 
mediately when the throttle is opened, as the engine will 
work as a simple engine and no compound action can 
be had, as the intercepting valve is now defective and 
can only be operated one way. 

Q. 21. What effect would the valve at the king-box 
have on a starting valve where rings are leaking? 

A. 21. If rings are not leaking too badly it may be 
possible to close the intercepting valve by opening this 
valve and permit boiler pressure direct against the six- 
inch piston. 

Q. 22. Is there any other leak that will destroy the 
action of the intercepting valves? 

A. 22. Yes; the globe valve leaking at the king-box 
or boiler. If this valve leaks the intercepting valve 
cannot open, as steam will enter the rear of the six-inch 
piston direct. 

Q. 23. What would you do if the globe valve leaked 
at the king-box so as to prevent the intercepting valve 
from being placed into action? 

A. 23. Disconnect the pipe at the starting valve, 
place in a blank washer, and proceed. 

Q. 24. What would you do if the oil pipe to the 
starting valve broke off? 

A. 24. Plug the pipe at broken end toward the in- 
tercepting valve, close off the lubricator and proceed. 

A. 25. What would you do if the equalizing pipe 
broke off connecting the front section of the intercept- 
ing valve to the rear end of the intercepting valve? 

A. 25. Plug the pipe and proceed. This would oper- 
ate the engine simple instead of compound; but when 
desired to compound the engine open the globe valve at 
the king-box and close the intercepting valve. 

Q. 26. What is the proper way to protect a Mallet 
compound engine on a cold day? 

A. 26. Start the air pump and accumulate ia maxi- 
290 



mum pressure of air. Set the brakes and use a light 
throttle and warm all pipes connected on the engine. If 
you desire, use the drifting valve. Always keep the 
globe valve at king-box closed. That leads to the rear 
of the intercepting valve. 

Q. 27. How is the drifting valve connected on a 
Mallet compound locomotive ? 

A. 27. Direct to the high pressure valves and cylin- 
ders. The saturated steam passes through these valves 
and pistons on the high pressure engines, is then ex- 
hausted to the low pressure receiving pipe to the low 
pressure valves and cylinders, then to the atmosphere. 

Q. 28. What would you do if the pipe broke off be- 
tween the drifting valve and back pressure check 
valves ? 

A. 28. Prevent using the drifting valve and proceed. 

Q. 29. What would you do if you broke the pipes off 
between the back pressure check valves and cylinders ? 

A. 29. Plug the pipes at pressure end and proceed. 

Q. 30. What would you do if you blew out a relief 
valve on any class of engines? 

A. 30. Take the regulating nut out of a high-speed 
reducing valve, drive a wooden plug in from the inside 
of the regulating nut, screw that in where the relief 
valve is blown out and proceed. 

Q. 31. What would you do with the reducing valve 
you removed the regulating nut from ? 

A. 31. Place a blank washer in at the union connec- 
tion on the high-speed reducing valve and proceed. Re- 
duce the brake-pipe pressure to 90 pounds. 

INFORMATION CONCERNING MALLET COM- 
POUND ENGINES. 

In many cases Mallet compound engines are used to 
a great advantage. In road service, for example, when 
very heavy tonnage is to be pulled at low speeds, those 
trains require heavy engines, capable of exerting high 
tractive power for a period of time only. 

The general features of Mallet type engines are very 
well known and only brief reference need be made to 
them in this connection. The cylinders are four in 
number and designed so the front pair of cylinders are 
used as a compound system. The high pressure cylin- 
ders are used to drive the rear portion of the locomotive 
wheels and the head cylinders are used to drive the 
front portion of the locomotive wheels. The front 
frames are hinged to the rear frames in such a way 
291 



that when the locomotive curves the front group of 
wheels swing about on a hinge pin located in the center 
line of the locomotive between the high pressure cylin- 
ders. 

The boiler is held in a rigid position with the rear 
frames, and is supported on the front frames by sliding 
bearings so as to give the front portion of the frame an 
easy access to movement. 

One section of the sliding bearing is fastened to the 
frame and the other portion riveted to the boiler and 
come in contact with one another and form a rest for 
the front section of the boiler.' These bearings are sup- 
plied with oil holes, with pipes leading to the bearings 
for the purpose of being oiled, and they must not be 
neglected, as the weight of the boiler resting on the 
bearings soon starts to cut unless they are oiled and 
left free to work. 

The low pressure receiving pipe is connected to the 
center of the high pressure cylinders with a bald joint 
and is protected with a packing gland and packing. 
The front end of the pipe leads into the low pressure 
cylinders, a steam channel connecting the low pressure 
receiving pipe to the low pressure valves. These valves 
control the steam to the low pressure cylinders, both in 
admitting the steam and exhausting it to the atmos- 
phere. 

The front end of the low pressure receiving pipe has' 
a slip joint to be used to control the expansion and con- 
traction of the pipe. This joint is made of a gland and 
packing, and can be used to tighten and protect the pipe 
from leaking. 

Attention is called to the construction of the ball 
joint at the smoke arch end of the exhaust pipe. This 
joint is placed immediately under the exhaust nozzle 
and is kept tight by a coiled spring. The spring is al- 
ways in compression and is confined with a suitable 
casting, so that when the parts are dismantled it 
cannot suddenly extend to its free height and thus cause 
damage. The upper and lower sections are pro- 
tected with a series of projections which interlock and 
are surrounded by a steel wire ring; each projection has 
a lip extending outward and this lip engages the ring 
and holds the sections together. The effectiveness of 
the spring in keeping the joint tight is not impaired by 
reason of the casting and the removal and replacement 
of the spring when making repairs are esaily effected. 

In the construction of the ball joint at the front end 
292 



of the pipe the ball is seated on two Babbitt-lined rings 
of brass and can be adjusted by a packing gland. The 
slip joint in the middle of the pipe has a long sliding 
fit and is kept tight by a pair of snap rings and a 
series of leakage grooves. 

The ball joint in the receiving pipe is similar in con- 
struction to that used at the front end of the exhaust 
pipe. The joint in the receiving pipe is fitted with a 
packed gland, as the pressure here is sufficiently high to 
require this form of construction. 

Q. What would you do if you broke a valve stem off 
close to a crosshead or broke a valve rod and the valve 
moved all the way ahead and it was impossible to move 
it back? 

A. Disconnect the valve gland and take out the 
packing, then move the valve where you desire to place 
the packing and gland back and secure the valve in posi- 
tion desired and proceed. 

"When removing a valve out of the low pressure valve 
chamber so as to operate both high pressure engines 
when both low pressure engines became disabled, why 
is it not necessary to disconnect the main rod on that 
side? 

The valve, being removed, permits the steam to pass 
to the low pressure valve chamber direct, both exhaust 
ports being direct on each end of the valve chamber. 
The steam will pass to the atmosphere, and what little 
steam would be admitted to the cylinder would equalize 
on both sides of the piston, and the weight of the engine 
moving would overcome equalization. 

On cold days where a Mallet engine is placed on a side 
track of a period of time, it is always advisable to set 
the straight air-brake and just open the throttle very 
little to permit the steam to pass through the intercepting 
valve and warm up the receiving" pipe to the low pres- 
sure cylinders. This will prevent damage to the low 
pressure connections and warm up the low pressure 
cylinders before proceeding. 

ELECTRIC HEADLIGHTS. 

Electric headlights used on locomotives are one of 
the most successful lights that can be used for the bene- 
fit of the engineman, and also the traveling public, and 
it only requires a little care and good judgment both to 
keep them in good condition and ready for service. Where 
the lights are continually in service, engineers must give 
their attention to the headlight when approaching sta- 
293 



tions or trains in the opposite direction. When a freight 
train is closed onto a passenger train's time, and he is 
approaching the station in the opposite direction, it is 
proper for the engineer on the freight train to quickly 
turn his dimmer into action, so as to give the passenger 
engineer full view of the station. This will permit him 
to make a proper stop, and, furthermore, to be sure no 
one is crossing the track in advance of the engine, as 
we all know quite frequently engineers must give a 
warning signal to pedestrians at stations. By doing 
this, we can in many cases save life. Also where 
trains are approaching one another, while en route, be 
sure to make use of^the ^dimmer, so both engineers can 
have full view of signals displayed. Headlight dim- 
mers must be used at stations or when locomotives are 
on sidings. 

Q. 1. What are the principal parts of the electrical 
attachments used for lighting the locomotive? 

A. 1. The electric generator, headlight, incandescent 
light and a number of lamps used. The two-way switch 
is located in the cab of the engine for the benefit of the 
engineer, 

Q. 2. How many different kinds of electrical equip- 
ments are in service on this railroad ? 

A. 2. The Pyle and Schroder equipment. 

Q. 3. How are the different equipments oiled? 

A. 3. Oil cups provided with the Pyle equipment 
should be kept a little more than two-thirds full with 
engine oil; Schroder equipment, use soft grease that is 
adapted for that work. 

Q. 4. How is the headlight placed in service? 

A . 4. By placing the generator in action. 

Q. 5. How should the generator be oiled? 

A. 5. Always oil the generator before starting. Do 
not endeavor to fill the cup when steam is turned on. 

Q. 6. How much oil is necessary to oil the gener- 
ator? 

A. 6. The oil cup on the side of the generator filled 
as ordered, and you will notice it takes a small amount 
of oil. To oil the generator use engine oil in both cups. 

Q. 7. How should the generator be started? 

A. 7. Steam turned on slowly until all condensation 
is worked out. After dry steam appears, open the 
steam valve wide. 

Q. 8. Is it necessary to open the steam valve wide ? 

A. 8. These valves are designed and constructed to 
accommodate the steam openings in the generator and 
294 



must be operated according to orders. 

Q. 9. How is the speed of the generator controlled? 

A. 9. By the governor working under an automatic 
action. 

Q. 10. What are the uses of the governor? 

A. 10. To keep the generator operating at one speed. 

Q. 11. What protection is given the steam end of 
the generator in cold weather? 

A. 11. A drain valve is located in the steam supply 
pipe and should be left slightly open in cold weather, 
so as to prevent the pipe from collecting water and 
free from freezing up. 

Q. 12. What does it indicate when the lights in cab 
are exceedingly bright? 

A. 12. Too high a voltage, and there is danger of 
burning out the lights. 

Q. 13. What precaution should be taken? 

A. 13. Decrease the speed of the generator until 
lights are burning properly. 

Q. 14. What may be the cause of the generator in- 
creasing in speed and increasing the brilliancy of the 
headhght ? 

A. 14. The automatic governor failing to control the 
action of the generator at its normal speed. 

Q. 15. What would you do in case the headlight re- 
fuses to bum or light properly? 

A. 15. First, notice the globe in the headlight, and 
see whether it is properly secured. If not, set in on the 
screws; that will be the cause of the globe not making 
proper contact. 

Q. 16. What should be done if the globe burns out 
or becomes broken in the headlight ? 

A. 16. Remove the broken globe and take one of the 
cab lights and place it in where the globe was removed. 
That will provide sufficient light to finish the trip. Do 
not forget to report same on the arrival at engine house. 

Q. 17. What may be the cause of headlight failure ? 

A. 17. Generator refusing to work. When steam is 
turned on the valve may be opened wide, but the pipe 
plugged up with pipe scale or foreign matter working 
its way up against a steam valve strainer, this also 
giving the improper amount of steam. If, it is only 
partly clogged, so the generator has no speed, the lights 
will not bum properly. If fuses are blown out, replace 
with new ones. 

Q. 18. Any other defect that may be the cause of 
lights failing to bum properly? 
295 



A. 18. Rusted bearings, packing gland too tigHt, 
brushes out of place; both brushes must ride on the 
revolving commutator. 

FOCUS. 

The meaning of the word focus? 

A meeting point of reflected or refracted rays of 
light, central point to concentrate focal. 

When a locomotive is consigned to an engineer and to 
be taken out on a trip it is always proper for the engi- 
neer to notice the position of the light on the rail. This 
in return will inform him just how the headlight is lo- 
cated on the locomotive. The proper focus of the light 
should be adjusted to center of the rails. If you notice 
the light is not focused properly report same on the 
arrival at the engine house and have it attended to at 
once. When a man is placed in charge of a large body 
of men and his position as an examiner, both of air- 
brakes and machinery, he is the one who hears all of the 
complaints, especially where he is instructing on that 
class of work. My attention was called to the fact of a 
headlight where it focused so as to place the light 
toward the right side of the rail and also a Uttle too 
high in the front, so when the locomotive was approach- 
ing a semaphore signal the ray of light shone against 
the disk so plainly that it was made to read improperly. 
On several different occasions engineers reported it as 
the red signal when it was made to read as if it were 
white. The light should be adjusted to center of the 
rail and raised up behind just far enough to place the 
light so as to show the ray of light between the rails at 
the center point. Many railroads have placed their 
headlights directly on the front door, in front of the 
smoke arch, so as to be sure the li^ht will show in the 
proper place. 

Q. 19. What is the meaning of headlight burning 
properly ? 

A. 19. A brilliant light in advance of the locomo- 
tive; no shadow or dark spots on the track. 

Q. 20. How is the globe of the headlight connected 
up? 

A. 20. By the use of three adjusting screws, which 
hold the lamp to the reflector. 

Q. 21. What precaution is necessary when putting 
a new lamp in the headlight ? 

A. 21. See that it is properly placed and there is a 
good contact between the lamp and socket. 
296 



Q. 22. How many throw-off switches are used for a 
headlight in long road service? 

A. 22. There is one double throw-off switch — ahead 
for a brilliant headlight and back for a dimmer. 

Q. 23. How many throw-off switches are used for a 
headlight in yard service? 

A. 23. One single throw-off switch. 

Q. 24. Is it necessary to have a brilliant headlight 
at terminal points or yards? 

A. 24. No; if headlight is properly burning it is not 
necessary to have a brilliant light. 

Q. 25. What is required of the generator when day i 
work is finished? 

A. 25. When lights are no longer required, the gen- 
erator should be stopped and drain valve opened on 
steam pipe. 

0. 26. What would you do if all lights refused to 
work ? 

A. 26. Tighten all fuses in cab; no results, shut 
down generator, provide with white lights and report 
same out of order. 

Q. 27. What kind of oil must be used in generator? 

A. 27. Bear in mind, engine oil at all time, and no 
oil with a heavy body, or generator will not be success- 
ful. Always oil all parts that are necessary. 

Q. 28. What would you do if the headlight refuses 
to light? 

A. 28. Place in a white light and proceed. 

Q. 29. Should headlights be burned in daylight 
hours ? 

A. 29. No; not unless there is a cause to have them 
burning. 

Q. 30. What engine should the headlight be oper- 
ated on where there are two or more engines coupled 
together ? 

A. 30. On the leading engine only. 

Q. 31. How many watt lamps are used in head- 
lights ? 

A. 31. On locomotives in road service 250-watt lamp; 
in yard service 100- to 150-watt lamp. 

Q. 32. How are the marker lights constructed? 

A. 32. So as to be lit from the lamp or closed off at 
the lamp. 

Q. 33. When does the deck light bum? 

A. 33. When generator is in action. 

Q. 34, When will cab lights bum ? 
297 



A. 34. They have individual switches and can be 
turned off or on when engineer so desires. 

Q. 35. What does it indicate when cab lights refuse 
to work? 

A. 35. A fuse is blown out and must be replaced. 

Q. 36. What will be the cause of the headlight re- 
fusing to work at all? 

A. 36. If switch is in proper position and working 
correctly, it indicates a fuse has blown out and must 
be renewed. 

Q. 37. What would it indicate if one position of the 
switch was correct and the other position incorrect ? 

A. 37. A poor contact made by switch movement or 
a defect in wiring. Report same on arrival at terminal 
point. 

Q. 38. Is there any other way you can detect the 
cause of poor contact ? 

A. 38. Try switch of classification lamps by the use 
of the individual key switch. 

SEVERAL YEARS AGO. 

The opinion recently rendered in the case of the Vir- 
ginian Railway Company v. the United States of Amer- 
ica is most important and its effect will be far-reaching. 
The decision in this case was to the effect that trains 
must be controlled by the power brakes prescribed by 
law, and that even though there be 100 percent, of the 
power brakes in the train in operative condition the use 
of hand brakes for the purpose of controlling the speed 
of the train is unlawful. It was further held that just 
as the object of the automatic coupler is to keep the 
employees from going between the cars, so the object 
of the train brake is to keep employees from going on 
top of trains to set and release hand brakes. The hand 
brake is an important feature of the equipment of every 
car, as it is necessary in controlling the speed of cars 
being set on sidings and made up into trains. 

Another recent hand-brake decision of importance 
defines the word "efficient" as used in statute as com- 
prehending the efficiency of the hand brake for the pur- 
pose of holding a car or train, as well as the efficiency 
as a matter of safety to employees engaged in work 
requiring the use of hand brakes. 

The latter hand-brake decision defines the word effi- 
cient, actually producing or helping to produce effects 
that produces directley a certain effect, causing effects 
298 



effective, competent, able, active, operative. 

Comprehending the efficiency of the hand brake for 
the purpose of holding a car or train, as well as the 
efficiency as a safety to employees in work requiring the 
use of hand brakes. 

Comprehended or comprehending. 

1. That means to comprise, to include, to embrace. 

2. To take into, or to contain in, the mind to under- 
stand; to conceive, to apprehend. 

Comprehending has a more extensive meaning than 
understood or apprehend. To apprehend is simply to 
take an idea in the mind. What we comprehend we 
understand one another. 

This is the way trains were taken down Frackvillc 
Grade previous to August 6, 1919. 

Therefore, if one is riding on a train and he compre- 
hends the necessity of a hand brake he understands it 
is proper to put it on, as the efficiency of that hand 
brake is the act of self -protection and a power producing 
effects for safety. Knowing the act of being safe and 
out of danger, so the employee has the power to pro- 
tect himself if he so desires. I quote the following, 
which can be used if so desired by ourselves individually 
without the word compulsory. Note previous to De- 
cember, 1909, we had a serious accident on a branch road 
where I am employed as the air-brake and machinery 
examiner. This accident happened on Frackville Grade 
and it is known to have a descent of 175 to 175 3-10 feet 
to the mile, and the grade is * 7-10 miles long. After 
that accident it was the duty of all interested to en- 
deavor to find the best way possible to operate and 
handle trains for the safety of the traveling public and 
the men in charge of the trains. So it was finally de- 
cided that the best way to operate these trains was to 
have the brakes thoroughly examined and tested before 
the train was to start down the grade and determine 
that all brakes were in good working condition. There 
was a total of five men on the train, each man allotted 
seven cars apiece, and when testing for piston travel 
to see that the travel of the piston was six inches and 
not to exceed seven inches. As soon as possible after 
the train started to move all hand brakes be set with a 
brake club and all retaining valves placed in position 
to retain a pressure of air in the brake-cylinder. At 
the same time of setting hand brakes, along with that 
we had the feed valve on the brake valves set for 90 
299 



pounds and the governor set for 110 pounds. This gave 
us a brake-pipe and an auxiliary pressure of 90 pounds 
in running position and 110 pounds in full release posi- 
tion, and then if at any time on the grade the hand 
brakes fail to properly control the speed of the train 
the engineer can check the speed of the train with the 
air-brakes. The fact is, the hand brake, if properly 
used, is a positive brake, and we as railroad men believe 
they are. At no time does a hand brake impair the effi- 
ciency of the air-brake. A good hand brake can retain 
a given amount of braking power at all times, especially 
when the air-brakes must be released to permit time to 
recharge the brake-pipe and auxiliary reservoirs, and 
where the air-brakes are subsequently applied they will 
be as effective as though the hand brakes are not in 
service. In these days most all cars have single brake 
wheels, so the hand brake can be operated from one end 
of the car only. This in return makes the car much 
safer than the two brake wheels attached to one carj 
because it requires the operator of the brake to know 
which brake wheel to operate so it will work in con- 
genial feature with the air brake, and when the proper 
brake wheel is placed into operation both the air and 
hand brake will work together. Now, the good feature 
of a hand brake is right here: If the air-brake fails 
to operate for an unknown cause the hand brake is 
already applied and will prevent a runaway, which 
could occur before the hand brake could be placed into 
action. 

You will notice the law does not require the use of a 
hand brake with a power brake, and, in other words, 
does not want us to use it under a compulsory act; but 
as railroad men we can comprehend the efficiency of the 
hand brake for our own safety. The necessity of a 
hand brake where the air-brake is in service is not a 
case of necessity; it only protects us in cases where 
the air-brakes fail to work; but we all are intelligent 
enough to know that there has been many funny things 
happen to the operation of air-brakes on railroads — 
angle-cocks closed from unknown causes; hose in winter- 
time, partly frozen up; angle-cocks only open part way, 
through, no doubt, neglect, but was not discovered until 
the operator of the brake desired its use; then where 
there is no hand brake in operation. We can realize 
what will or can happen before the hand brake can be 
placed into action. Now, where the governor is set for 
300 



110 pounds there is no objection to the engineer placing 
his brake valve in full release position and carrying that 
high pressure, providing he desires to do so. The mean- 
ing of this way to operate a brake, without the compul- 
sory part of anyone, but if the men understand the 
meaning of the w^ord comprehend and the efficiency of 
a hand brake to help control a car or train, we as a 
body of men can so do this for self-protection, as we 
are all united under the words brotherly love and pro- 
tection of one another is the meaning of that word. 



301 



Time Time 

Miles per Mile. Feet Miles per Mile. Feet 

per Hr. Min. Sec. per Sec. per Hr. Min. Sec. per Sec. 

8 7.30.0 11% 58 1.02.1 85 

15 4.00.0 22 59 1.01.0 S6Vz 

16 3.45.0 231/2 60 1.00.0 88 

17 3.31.8 25 61 .59.0 89Va 

18 3.20.0 26^/2 62 .58.0 91 

19 3.09.5 28 63 .57.1 92y2 

20 3.00.0 29^ 64 .56.2 94 

21 2.51.4 30% 65 .55.4 95^ 

22 2.43.6 32^ 66 .54.5 96% 

23 2.36.5 33% 67 .53.7 98^ 

24 2.30.0 35V4 68 .52.9 99% 

25 2.24.0 36% 69 .52.1 101% 

26 2.18.5 38% 70 .51.4 102% 

27 2.13.2 391/2 71 .50.7 104% 

28 2.08.6 41 72 .50.0 105^/3 

29 2.04.1 421/2 73 .49.3 107 

30 2.00.0 44 74 .48.6 108^^ 

31 1.56.2 451/2 75 .48.0 110 

32 1.52.5 47 76 .47.3 lllVa 

33 1.49.1 481/3 77 .46.7 112% 

34 1.45.8 50 78 .46.1 114% 

35 1.42.7 51% 79 .45.5 115 Va 

36 1.40.0 52% 80 .45.0 137 

37 1.37.3 54% 81 .44.4 118% 

38 1.34.8 55% 82 .43.9 120% 

39 1.32.3 57% 83 .43.4 121% 

40 1.30.0 58% 84 .42.8 123% 

41 1.27.8 60% 85 .42.3 124% 

42 1.25.7 6I1/2 86 .41.8 126% 

43 1.23.7 63 87 .41.3 127% 

44 1.21.8 641/3 88 .40.8 129 

45 1.20.0 66 89 .40.4 130y3 

46 1.18.2 671/2 90 .40.0 132 

47 1.16.6 69 91 .39.5 I331/2 

48 1.15.0 701/2 92 .39.1 135 

49 1.13.5 71% 93 .88.7 I361/2 

50 1.12.0 73% 94 .38.2 137% 

51 1.10.6 74% 95 .37.8 139% 

52 1.09.2 76% 96 .87.5 140% 

53 1.07.9 77% 97 .37.1 142% 

54 1.06.7 79% 98 .36.7 143% 

55 1.05.5 80% 99 .36.4 145% 

56 1.04.3 82% 100 .36.0 1461/^ 

57 1.03.2 831/2 101 .35.6 148% 

302 



Several years ago, being authorized by the ex-Presi- 
dent of the Philadelphia & Reading Railroad to make 
tests for the benefit of the General Manager and Vice 
President of the Poughkeepsie Railroad to find out just 
how long it would take an engineer to close a throttle 
and place his brake valve into application position, 
this was done with the total number of 50 engineers, 
and during the tests it took the quickest man 1 second 
and the slowest man l^^ second under an actual test 
with stop watches. After that I always said it was 
proper, when an engineer made a quick stop, to deduct 
the number of feet off the stop made. For instance, a 
man stopped a train in 1600 feet and he was running 
at the rate of 70 miles per hour, he actually stopped in 
102 feet less, because if he was a quick man in operat- 
ing the throttle and brake valve it just took him 1 
second to close the throttle and place the brake valve 
into application position. 

ALONZO W. DEAL, SR. 

Road service means the starting point of the railroad 
and the ending point, regardless of yard limits so long 
as we are using the main tracks. 

Yard service does not mean yard limits as long as we 
are in the yard and not occupying the main track it is 
not necessary to have the air-brake hose on the engine 
and tender coupled to the air brake hose on the cars, or 
must we use the air-brakes while in switching service, 
in the yard, but when the switch is opened and we are 
to occupy the main tracks, then the law says we must 
unite the air-brake hose on the engine and tender to the 
cars, so we can operate the brakes therefrom. 

REMARKS TO ENGINEERS. 

1. The air pump should be started and run slowly 
until 25 or 30 pounds pressure of air has accumulated 
in the main reservoir, after which it should be regu- 
lated to run at a speed of 110 but not to exceed 140 
strokes of each piston per minute, one or two drops of 
valve oil per minute fed to the steam cylinders, and also 
used sparingly in the air-cylinders, and on the swabs on 
the piston rods will be sufficient, drip cocks must be 
opened when pump is stopped. 

2. Should a pump stop enroute, its throttle valve 
should be closed up for a minute. The steam chest 
jarred and a full steam pressure turned on and seen 
to pass through the governor and drip-cocks, and it 

303 



should be observed that oil supply is sufficient. 

3. Release position must always be used to release 
brakes, the handle to be left in that position sufficient 
time to insure the release of all brakes, then returned 
slowly to running position. On long trains it should 
then be returned to release position for a short time to 
secure the release of any brake that may have crept 

OIL 

4. After making a desired train-pipe reduction and 
placing the handle in release position and that does not 
release a stuck brake when running, it must be looked 
after immediately. In descending grades, the auxiliary 
reservoir must always be recharged to maximum press- 
ure with the handle of brake valve in release position. 
Always bear in mind an immediate release of brakes, 
on long trains following an emergency application, may 
tear them in two. 

5. Releasing the brakes should never be attempted on 
long trains without the high excess pressure at least 
20 to 30 pounds in the main reservoirs, above train 
pipe pressure. When not* having a high excess pressure 
the train pipe does not raise in pressure sufficiently 
fast enough to release brakes promptly, and some 
brakes may fail to release. It is positively forbidden 
to kick off a portion of the head brakes. Brakes must 
be released on passenger trains just before coming to a 
full stop to avoid shock, except on heavy grades or 
when heavy surging is felt, when they must be released 
after coming to a full stop, brakes on freight trains 
should never be relased until after the train has come 
to a full stop. 

Very often an engineer complains of his driver 
brake or tender brake working O. K. with a light en- 
gine and tender, but when attached to a train it will 
not work at all and if it does work, it goes on very 
slowly. 

This is often due to leaks in the pipes or the cylin- 
der leathers in the cylinder not being of a proper fit 
to the walls of the cylinder, or the leather worn thin 
on one side. Where there is a reduction made in the 
brake-pipe pressure with the engine and tender, the 
short brake-pipe pressure permits the triple piston to 
travel its full length and permits the graduating port in 
the slide valve to open its full size. This in return per- 
mits the brake on the engine and tender to work O. K. 
But when attached to a train of a large number of cars 
804 



the brake-pipe is increased in length, the retarding 
action of the traveling of the air pressure keeps the 
triple piston from its full travel, then the slide valve is 
not permitted to have its graduating port open in full, 
the air pressure now entering the brake-cylinder slowly 
is not sufficiently great enough to place the cylinder 
piston out by the leakage grooves, and in return to set 
the leather tightly to the walls of the cylinder. In this 
action the brake does not apply on that defective 
cylinder or cylinders. 

6. The brake valve in running position allows excess 
pressure in the main reservoirs, and is used to secure 
a prompt release of all brakes, and to recharge the 
train-pipe and the auxiliary reservoirs, brakes must not 
be released with the brake valve in running position. 

7. The feed valve attachment must be regulated to 
maintain 70 pounds of train-pipe pressure when oper- 
ating the standard brakes. 

8. Leaving the brake valve in full release position 
until the train-pipe and auxiliary reservoirs are 
charged, above the feed valve attachment, "uill cause 
the feed valve to stay closed when the brake valve 
handle is placed in running position. This may cause the 
brakes to creep on and drag the train, 

9. Brake valve handle should always be placed in 
running position while a train is backing, so that the 
brakes can be operated from the rear end. 

10. Lap position closes all ports and cuts off the sup- 
ply of air to the train-pipe, and it is to be used to pre- 
serve m.ain reservoir pressure when train-pipe loses its 
pressure from an unknown cause and when otherwise 
needed. 

11. In making a service application, a continuous 
train-pipe reduction, 7 to 12 pounds, must first be 
made to close leakage grooves in cylinders. Apply shoes 
to wheels and take up the slack of draw bars, after 
which smaller amounts of train-pipe reductions will 
apply the brakes to any degree of force required until 
20 to 25 pounds have been drawn off, when brakes are 
fully set. It is well to remember where brake pistons 
travel above 9 inches, when making a 7-pound reduc- 
tion in train-pipe pressure, the brake cylinder pressure 
will not be registered. If the piston travel is 9 inches, 
the pressure in the cylinder will be registered at about 
8 pounds, a 10-pound train-pipe reduction on a piston 
travel of 9 inches, will give us about 19 pounds. If the 

305 



piston travel would be to the standard, while the train 
is in motion, a 10-pound reduction in train-pipe pressure 
would allow the brake-cylinder to register 23 to 25 
pounds. It is readily understood where piston travel 
would be increased above the standard or running 
travel a 7-pound reduction in train-pipe pressure would 
leave very little auxiliary reservoir pressure to be reg- 
istered. Under this condition we can realize what it 
means with a short piston travel under cars in a train. 
Where piston travel is 5 to 6 inches a 10-pound reduc- 
tion in train-pipe will allow the auxiliary pressure to 
pass to the brake-cylinder and be registered in the 
cylinder. On a 5-inch travel, it would register 40 to 
45 pounds, while on the 6-inch travel it would register 
at about 30 to 35 pounds. If we have cars on the rear 
of a train with the short piston travel we can easily un- 
derstand why the breaking of drawheads or knuckles 
occur. 

12. For all testa when standing with a brake-pipe 
pressure of 70 pounds, a 25-pound continuous train- 
pipe reduction should be made, with a 110 pounds brake- 
pipe pressure a 30-pound continuous brake-pipe reduc- 
tion should be made, for running tests on passenger 
trains, to determine whether or not angle-cocks, and 
cutout cocks are in proper positions and brakes re- 
sponsive. Engineers must make a 10-pound continuous 
(per gauge) reduction; 200 yards after leaving a ter- 
minal or any point where there is a change in the m.ake- 
i?p of trains, or where the train-pipe and hose couplings 
have been united, and two miles previous to a junction 
or meeting point or any other place where an air-brake 
failure may cause a disaster. 

13. In making unexpected stops the handle of the 
valve must be placed in the emergency position at once. 
On freight trains it should be left there until the train 
has come to a full stop, and on passenger trains until 
not less than 5 to 7 seconds of time has elapsed and 
the necessity for the application has passed the emer- 
f^ency position must not be used on trains running at 
law speeds, unless absolutely necessary, as at low speeds 
it is very destructive to property and lading. 

14. One application of the brake is all that is neces- 
sary for all stops on good rail, on slippery rails stops 
should be made with light applications to avoid sliding 
the wheels, and on passenger trains it is best to apply 
the brakes moderately heavy at first, thus checking 

306 



the train considerably, then release brakes and immed- 
iately follow with other applications for final stop. 

A train made up with five passenger coaches, engine 
and tender combined and proceeding over the road at 
the rate of 45 miles per hour, and the train is equipped 
with a good brake, and the pressure of air carried in 
the brake-pipe and auxiliary reservoirs at 110 pounds 
pressure, and the brake valve is manipulated proper in 
service position, this train can be stopped at a distance 
of the length of the train and one-half of its length, 
therefore, if the car is 65 feet in length and the length 
of the engine and tender combined is 85 feet the train 
will be stopped in a distance of 615 feet. 

Miles per Stoped 

hour. in feet. 

40 to 45 615 1 1-2 times its length. 

50 to 55 820 Twice its length. 

60 to 65 1025 2 1-2 times its length. 

70 to 75 1640 4 times its length. 

80 to 85 2665 to 2700 61-2 times its length. 

A question often arises, why is it a train of a shorter 
length will not stop as quickly as a train double that 
size? They all have a brake holding an equal amount 
of the weight of each car, yet many do not take into 
consideration the more cars attached to a train that it 
has that much more resistance of atmospheric pressure 
to the square inch to each car attached in a train. 

Where a train is made up in freight service and you 
increase the number of cars above 20 you will notice 
the same pressure of air cannot be retained at the rear 
of the train as you have on the head end at the gauge 
located in the cab of the locomotive. This is due to 
friction of the air traveling a long distance back away 
from where the power is, that is generating the air 
pressure, the higher the pressure the more friction is 
produced, and while the air pressure is being forced back 
against the resistance of the air enclosed in a pipe, the 
farther the air travels the lower the pressure. 

The way I explain this to a class in session in the air 
car, I mark off on the blackboard 100 cars in a train 
in sections of 10 cars just as shown below and tell the 
student after the air passes the 10 car mark they lose 
one-tenth of a pound to a car when the brake-pipe press- 
ure is 90 pounds, where the brake-pipe pressure is 70 
pounds 1-20 of a pound. 

307 



Brake-pipe 



Brake-pipe 





pressure 




pressure 


Cars. 


90 pounds. 


Cars. 


70 pounds. 


10 


90 


10 


70 


10 


89 


10 


69% 


10 


88 


10 


69 


10 


87 


10 


68% 


10 


86 


10 


68 


10 


85 


10 


67% 


10 


84 


10 


67 


10 


83 


10 


66% 


10 


82 


10 


65 


10 


81 to 82 lbs. 


av. 10 


64% to 
65 lbs. average. 



This pressure will variate from 81 to 84 pounds due 
to the length of each car being different and the slight 
leaks in the brake-pipe. 

15. When necessary to sand slipping rails it should 
be done before making a service application, and for 
emergency as soon as possible thereafter. Ordinarily 
sand is unnecessary on good rail and is destructive. 

16. Locomotive triple valves must be drained of wa- 
ter once every 24 hours in switching service and be- 
fore each trip in road service. 

17. Engineers on receiving engines at roundhouse 
should test the rotary valve to see if it is O. K. before 
starting out on their trip. 

18. The adjusting of the foundation brake gears must 
be made that when standing, with a full service appli- 
cation, the pistons will travel out of the cylinders not 
less than six inches on all cars and tenders, and enough 
more to give sufficient clearance between shoes and 
wheels, but not exceeding eight inches. Driving wheel 
brake piston's travel should be maintained between four 
and four and a half inches on engines having four driv- 
ing wheels and four and a half to five inches on engines 
having six driving wheels, and five and a half inches 
on engines having eight driving wheels, trailers in- 
cluded. Engine truck brake piston travel must be 
maintained between five and a half and six and a half 
inches. Less travel is destructive, and each pair of 
driver brake pistons should be adjusted to equal travels. 



DEFECTS IN QUICK ACTION TRIPLE VALVES 
GIVING UNDESIRED QUICK ACTION. 

1. Dirty triple valve. 

2. Gummey slide valve. 

3 Graduating port plugged up. 

4. Broken graduating spring. 

5. Broken graduating pin. 

6. Graduating stem stuck in cap-nut. 

7. Leak at the graduating cap-nut. 

8. Bent triple piston. 

, 9. Packing ring fit too tight in piston chamber. 

10. Leaky check valve case gasket. 

11. Emergency rubber-seated valve leaking. 

12. Broken emergency rubber-seated valve. 

13. Stem broken off of the emergency rubber-seated 
valve. 

14. Check case union leaking. 

15. Long draw-head stretching air-hose and causing 
a leak. 

16. Leaky train-pipe. 

17. Wrong triple valve applied to passenger car. 

18. Defective graduating valve. 

19. Brake-pipe worn through from riding on bolt 
or any hard substance. 



309 





s 



f4 



310 



Fig. 8. Full release and charging position — ^this posi- 
tion as long as brake-pipe pressure is not increased to 
overcome the auxiliary reservoir pressure and the re- 
tarding spring. 

Fig. 9. Quick service position used on long trains 
and is a guaranteed brake-pipe reduction, due to the 
fact a per cent, of air from the train pipe enters' the 
brake-cylinder. 

Fig. 10. Full service position used on short train. 
The brake-pipe volume being small, in proportion to a 
long train, it will reduce more rapidly for a certain 
reduction at the brake valve. Therefore quick service 
position is not desired on a short train. 

Fig. 11. Lap position when the brake-pipe reduc- 
tion ceases. Air continues to flow from the auxiliary 
reservoir to the brake-cylinder until the pressure in 
the auxiliary reservoir becomes a fraction less than 
the brake-pipe pressure, this causing the triple piston 
to move back, carrying with it the graduating valve, 
closing off communication between the auxiliary reser- 
voir and brake-cylinder. 

Fig. 12. Retarded release and charging position 
were added in order that the release of brakes at the 
rear end of the train might take place as soon as that 
at the head end of the train. It is known when a re- 
lease of the brakes on a long train is made with old 
style triple valves, the release of brakes would occur on 
the head end of the train before the rear end would 
start to release, this causing slack to run out and part- 
ing the train, with the head end of train being placed 
into retarded release it prevents the head end from 
advancing ahead of the rear end and prevents a break 
in two. 

Fig. 18. Emergency position is the same with the 
K triple valve as with the H triple valve. Quick action 
is caused by a sudden reduction in brake-pipe pressure 
below the auxiliary reservoir pressure. No matter 
what caused this reduction, this permitting brake-pipe 
pressure to reduce rapidly, auxiliary reservoir pressure 
then being the strongest of the two pressures, forces 
thQ triple piston back, compressing the graduating 
spring and stem, and the same time permitting the 
slide valve to uncover a port leading to the emergency 
piston, auxiliary reservoir pressure is admitted direct 
on top of the emergency piston, forcing it down and 
unseating the emergency rubber-seated valve, brake- 
312 



pipe pressure is permitted to enter the brake-cylinder 
by the brake-pipe check valve and emergency rubber- 
seated valve. When brake-pipe pressure and brake- 
cylinder pressure equalizes, then the brake-pipe check 
valve is forced to its seat by the check valve spring. 
This in return prevents any more brake-pipe pressure 
from entering the brake-cylinder; also prevents brake- 
cylinder pressure from flowing back into the brake- 
pipe. After the brake-cylinder and auxiliary reservoir 
pressure are nearly equalized the emergency valve- will 
return back to its seat. At the same time auxiliary 
reservoir pressure is flowing into the brake-cylinder 
by a small port being m communication with the slide 
valve and slide valve seat. 

Q. 1. What will put a K triple valve to retarded re- 
lease ? 

A. 1. As long as train-pipe pressure is increased to 
four pounds above the auxiliary reservoir pressure. 

Q. 2. What will put the K triple valve to full re- 
lease ? 

A. 2. As long as train-pipe pressure is not increased 
to overcom^e auxiliary reservoir pressure and the re- 
tarding spring. 

Q. 3. What will put the K triple valve to retarded 
release in any part of the train? 

A. 3. A broken or weak retarding spring, a retard- 
ing stem stuck open or a loose retarding device body. 

Q. 4. What will put the K triple valve to full re- 
lease in any part of the train? 

A. 4. A retarding stem corroded shut so it is not 
. movable. 

Q. 5. What will put a triple valve to retarded re- 
lease near the rear of the train and the triple valve in 
good working condition ? 

A. 5. When the brake-cylinder piston has traveled 
out to 10 or 11 inches, the auxiliary pressure and 
the brake-cylinder pressure will equalize at a low pres- 
sure of 40 pounds. When the brake is released the 
train-pipe pressure would increase up to 50 pounds. 
That will allow train-pipe pressure to overcome auxiliary 
reservoir pressure and the retarding spring. The triple 
piston will go to retarded movement. 

Q. 6. How is the exhaust cavity in the slide valve 
constructed so as to allow two releases through the 
movement of the piston and slide valve? 

A. 6. The slide valve in K triple valve has two size 
313 



exhaust cavities combined in one. The small part of the 
cavity is in the lower end of the slide valve and the 
large part of the exhaust cavity is direct above it. 

Q. 7. How is the slide valve connected so as to 
operate the movement of the two exhaust cavities with 
its attachment to the triple piston? 

A. 7. The slide valve is connected to the triple piston 
and is controlled by the movement of the piston. When 
the triple piston is moved back by the train-pipe pres- 
sure and the train-pipe pressure does not overcome the 
auxiliary reservoir pressure and the retarding spring, 
then the large part of the exhaust cavity is brought in 
communication with the brake-cylinder and the atmos- 
phere. But when the train-pipe pressure overcomes the 
retarding spring and auxiliary reservoir pressure, then 
the small part of the exhaust cavity is in communica- 
tion with the brake-cylinder and the atmosphere. 

Q. 8. Can a K triple valve be released on the head 
portion of a train any faster than retarded release, if 
the engineer has recharged the train-pipe pressure above 
the auxiliary reservoir pressure and the retarding 
spring ? 

A. 8. When the engineer has released the brake by 
placing the engineer's brake valve in full release posi- 
tion, and by recharging the train-pipe pressure above the 
auxiliary reservoir pressure and the retarding spring, 
it is useless to undertake to release the brake any faster. 
You must wait until the brake releases in its own time 
through the retarded release movements, and the engi- 
neers should not endeavor to start the train until they 
know the head brakes on the train have been released. 

Q. 9. How should air-hose be parted ? 

A. 9. In parting cars always see that the air-hose 
is parted by hand and not pulled apart — a benefit to 
yourself as well as the company's property. 

Q. 10. How would you couple non-air cars to cars 
charged with the air? 

A. 10. In coupling a charged air train to a non-air 
train always leave the angle-cock closed on the non-air 
cars until after the train has been coupled and stretched, 
then couple the air-hose. Always open the angle-cock 
towards the engine first. After that hose is charged, 
then open the angle-cock on the non-air cars easy and 
there is no danger in throwing the whole train into 
quick action. 

314 



TRAIN PIPE AND ITS DEFECTS. 

The train pipe and its hose connections are for the 
purpose of conveying air from the main reservoirs to 
the train pipe and auxiliary reservoirs. A reduction in 
the train pipe will cause brakes to apply, and an in- 
crease of pressure over and above that remaining in the 
auxiliary reservoirs will cause the brakes to release. 

Hose couplings must be blown or cleaned out before 
uniting. Conductors and engineers must see that there 
is an extra supply of hose complete on hand at all times 
for the different train pipes they are expected to handle. 

AUXILIARY DEVICES GOVERNOR. 




It is well to know at the present time that compressed 
air on locomotives is used for many more purposes than 
the use of the air-brake. So it became absolutely neces- 
sary to protect the brake system from the loss of air by 
the use of the extra devices operated by this compressed 
air, so the Westinghouse Air Brake Company has de- 
signed an auxiliary device governor to be used in con- 
nection with an extra reservoir known as the auxiliary 
devices reservoir, and is pneumatically operated ap- 
315 



paratus other than the air-brake. This auxiliary devices 
governor consists of a diaphragm portion which is the 
same used in connection with the S. F. steam compressor 
governor, and a body of valve portion containing a 
piston actuating a spring-resisted valve and a non- 
return check valve. Pipe connections are made from the 
feed valve pipe and main reservoirs to the governor; 
also the body of the governor is connected to the main 
reservoir and auxiliary devices. 

When charging the auxiliary devices reservoir air 
flows from the main reservoir to the lower side of the 
diaphragm; air from the feed valve pipe will flow to 
the upper portion of the diaphragm. Adding to this 
pressure and increased pressures by the regulating 
spring holding the diaphragm dov^Ti. The diaphragm 
valve will remain seated until main reservoir pressure 
advances above the feed valve pipe pressure by an 
amount equivalent to the pressure of the regulating 
spring, which is adjusted to a pressure of 10 or 30 
pbunds, and will then be permitted to flow to the top of 
the piston in the governor body. This piston is then 
forced downward, opening the spring-resisted check 
valve, this permitting air to flow' past the non-return 
check valve to the auxiliary reservoir devices. When 
air is used from the auxiliary devices reservoir this 
pressure vdll fall a like amount in both it and the main 
reservoir until the pressure reaches that point to which 
the governor head is adjusted, depending on the feed 
valve setting. When this point is reached that is when 
the auxiliary devices reservoir and the main reservoir 
is reduced below feed valve pressure, plus regulating 
spring adjustment, the diaphragm valve will seat. The 
pressure which has been holding the piston down will 
now equalize with the pressure located under the piston, 
through the small passage in the piston, and the supply 
valve spring will then force the piston up, allowing the 
supply valve to seat, and this will prevent any more air 
to flow from the main reservoir. By the use of the ex- 
cess pressure head the desired difference between the 
feed valve adjustment and the pressure at which the 
auxiliary devices governor prevents air flowing from the 
main reservoir to the auxiliary devices reservoir is auto- 
matically maintained for any adjustment of the feed 
valve. This prevents the necessity of readjusting the 
auxiliary devices governor every time the feed valve is 
readjusted, so when changing from 70 pounds brake- 
pipe pressure in freight service to 100 pounds brake- 
316 



pipe pressure for grade work or to 90 pounds or 110 

pounds in passenger service. 

The principals of this extra device is to prevent the 
loss of air from the main reservoir, which is used as a 
storage for the brake system. It is also beneficial in 
cases of a broken pipe to the main reservoirs and the 
non-return check will prevent a flow of air back from 
the auxiliary reservoir devices back to the main reser- 
voir. 

Q. 1. What would you do if the pipe broke off lead- 
ing to the upper portion of the governor ? 

A. 1. Plug the pipe and proceed. This will permit 
the main reservoir pressure to raise the diaphragm and 
unseat the pin valve as soon as it is in advance of the 
regulating spring. Therefore, you can receive all the 
air desired in the auxiliary reservoir devices, 

Q. 2. What would you do if you broke the pipe off 
at the lower portion of the governor head, v/hich is 
main reservoir pressure direct? 

A. 2. Disconnect the pipe from the upper portion 
of the governor head and remove the diaphragm and 
regulating spring, placing the regulating nut back, 
screwing it up tight, and then plug the pipe at the lower 
end of the diaphragm portion next to the governor; also 
plug the pipe at the main reservoir and proceed. This 
v/ill give you the pressure in the auxiliary reservoir 
devices the governor of the air pump is set for. 

Q. 3. What would you do if you broke off both gov- 
ernor pipes, one at the top part of the governor and the 
other at the lower part of governor? 

A. 3. Remove the governor head by screwing it out 
of the lov/er portion of the governor, then cut a plug to 
fit between the piston and the diaphragm portion of the 
governor, allowing it to be of sufficient length to come 
in contact with the piston, and as the diaphragm is 
portion screwed in this will force the piston down and 
unseat the spring-protected valve. Plug the governor 
pipes at pressure end and proceed. 

Q. 4. What would you do if you broke the excess 
pressure head off in the governor ? 

A. 4. Screw down on the regulating nut so as to 
increase air pressure so as to overcome main reservoir 
pressure. If possible, drive in a wooden plug tight, so 
as to come in contact with the piston, forcing it down 
sufficient distance to unseat the spring-protected check 
valve. 

Q. 5, What would you do if you broke a pipe off 
317 



between the governor and the auxiliary reservoir de- 
vices ? 

A. 5. Disconnect the union at the lower portion of 
the excess pressure head, place in a blank washer and 
proceed. This will prevent the governor from acting 
on main reservoir pressure. 

Q. 6. What would you do if you broke a pipe off 
between the main reservoir and governor? 

A. 6. Plug the pipe at pressure end and proceed. 

Q. 7. What would you do if you had an air reverse 
gear ? 

A. 7. Look in the air reverse gear questions where 
it is disabled and it will tell you how to block the air 
reverse, and proceed. 




H 6 AUTOMATIC BRAKE VALVE WITH COLLAP- 
SIBLE EQUALIZING PISTON. 

The size of ports for charging equalizing reservoir 
and the size of those for charging the brake pipe must 
therefore be determined independently of ea'*h other, as 
the limitations are of a different character. 

It is well understood after an application of a brake 

with an engine and tender and you release the l-rake 

you will notice the equalizing piston will raise up and 

discharge air from the brake valve exhaust until loth 

318 



the brake-pipe pressures and equalizing reservoir pres- 
sures equalize. As a result of this difference there is no 
provision for maintaining an equality of pressure in the 
equalizing reservoir and brake-pipe when charging, al- 
though, as soon as an application of the brakes is con- 
sidered, it is generally understood that the equalizing 
reservoir and brake-pipe pressures are equal. This 
cannot be true, as when making a reduction in equaliz- 
ing pressure the rate of time of the brake-pipe pressure 
is governed by the length of the train, but the reduction 
is governed by the pressure remaining in the equalizing 
reservoir. The equalizing piston is so constructed to 
accomplish this by the mechanical design. 

At present the G-6 or H-6 brake valve has a solid one- 
piece equalizing piston. With this piston there is a 
chance of overcharging the equalizing piston at Chamber 
D connection or the equalizing reservoir to a pressure 
somewhat higher than the brake-pipe, especially on long 
trains. Such a condition prevents the quick movement 
of the equalizing piston when the brake valve handle is 
placed into service position, as a per cent, of a second 
or two of time to reduce the surplus of air out of Cham- 
ber D and the equalizing reservoir. 

The object of this equalizing piston being made col- 
lapsible is to guarantee equalization when charging and 
recharging. That is now assumed to be when manipu- 
lating the brakes in service. The collapsible feature ac- 
complishes this purpose far better than the solid equaliz- 
ing piston itself. The equalizing reservoir being direct 
in connection with Chamber D, is a small volume, and 
close to the brake valve it is well known that its pres- 
sure will rise faster than the brake-pipe, so that this 
collapsible feature of the equalizing piston is always 
able to maintain the proper working conditions while 
charging and recharging. The modification required in 
the brake valve when substituting the collapsible pis- 
ton for the solid piston consists in cutting four by-pass 
grooves in the bottom of the equalizing piston bushing 
and equally spaced around the bushing. 



319 




BRAKE-PIPE VENT VALVE 

Q. 1. What is the benefit of this vent valve? 

A. 1. In the past few years trains have increased in 
length and a large number of cars being operated with 
the automatic brake. The brake-pipe being located 
under cars in different positions, some have quite a num- 
ber of bends, while others are fitted up with elbows 
located in such positions as to prevent the free flow of 
air to pass through the brake-pipe. When a sudden re- 
duction of brake-pipe pressure is desired those who 
understand the action of a triple valve must remember 
it is one triple valve that operates the other, and so on, 
throughout the train. Therefore these bends and el- 
bows in the pipe very often prevent this action, so the 
Westinghouse Air Brake Company has constructed a 
vent valve to be located on the brake-pipe directly under 
the tender, a suitable distance from the rear angle-cock 
of tender, where the best results are obtained. Service 
application of the brake does not affect the action of the 
vent valve. It only comes into effect when there is a 
sudden drop in brake-pipe pressure, due to the opera- 
320 



tion of the engineer's brake valve or a defect in the 
brake-pipe. 

Q. 2. When the brake-pipe vent valve is placed into 
action, where does the brake-pipe pressure exhaust to? 

A. 2. This valve is designed so as to exhaust the first 
pressure of air to the atmosphere, this making a sudden 
drop in brake-pipe pressure is a guarantee to place the 
first triple valve of the train into quick action, the other 
one following, and so on, throughout the train. 

Q. 3. Is it considered good practice to clean a triple 
valve on a tender or car? 

A. 3. No; it is always desirable to remove the valve 
and take it in the shop and have it cleaned and tested. 
So must the vent valve be cleaned in the same manner 
to receive the proper results. 

Q. 4. What will cause a bad blow at the vent valve? 

A. 4. If the emergency valve leaks or the emergency 
rubber-seated valve. 

Q. 5. How could you overcome a bad leak at the ex- 
haust port of the vent valve? 

A. 5. This can be plugged with a wooden plug or a 
large cork screwed in, if you have one, or a 1-inch gas- 
pipe plug. 

Q. 6. What effect does this have on the vent valve by 
plugging the exhaust port? 

A. 6. Destroys the action of the vent valve so that 
it cannot be used when desired. But, conscientiously 
speaking, will not always destroy the quick-action fea- 
ture, providing you have a quick-action triple valve on 
the tender and the first triple valve on the car in per- 
fect working condition. 

Q. 7. What effect would it have on a train if using 
the E. T. equipment on engine and tender without the 
use of a triple valve on the tender? 

A. 7. In this case the first brake to go into quick 
action would be Car No. 1. If this car were in perfect 
working condition the chances are you would receive 
quick action, if so desired, but if this triple valve was 
defective and slow in acting, chances are no quick action 
could be received throughout the train. 

Q. 8. Should there be a slight escape of air from 
the vent valve when the brake is operated in service 
position? 

A. 8. Yes; that vdll be a slight leak of air out of 
the vent valve in service position, but not sufficiently 
strong enough to affect the action of the triple valve or 
321 



to give you undesired quick action. 

Q. 9. What benefit is this escape of air out of the 
vent valve in service position? 

A. 9. Where a quick-action triple valve of the old 
style is used on the tender it is a great benefit in help- 
ing to keep the triple valve in action in service position, 
as the air flows ahead toward the brake valve. That 
escape of air at the vent valve on the tender will assist 
the brake-pipe pressure in reducing air at the triple 
valve. This will guarantee that valve to go into action 
on tender. It is well known with the old style triple valve, 
and no air vented to the brake-cylinder from the brake- 
pipe prevented the triple valve from going into action 
until the air was close to equalization on the head por- 
tion of the train, and it nearly ceased to exhaust from 
the brake-pipe exhaust. 



322 



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323 







COCKS. 

Angle hose cocks are open when handles are length- 
wise and closed when crosswise. Signal hose cocks are 
open when handles are crosswise and closed when 
lengthwise. Cutout-cocks are open when handles are 
crosswise and closed when lengthwise. There must be 
a release cock in each auxiliary reservoir, main reser- 
voir and tender drain chamber, but never in brake valve 
reservoir. 

GOOD ADVICE TO TRAINMEN. 

Remember the law and protect yourselves in long road 
service. 

Never use a hand-brake while the air-brake is in 
service, which is directly under the engineer's charge, 
while the train is en route, unless the engineer calls for 
the hand-brake or you notice the train is increasing 
in speed above the speed limit allotted for the piece of 
track you are proceeding over. 

Where trains are being stopped on Trades, never de- 
pend on the air-brakes to hold a train; always hand 
brakes. Remember that an air-brake was applied to a 
car to stop the cars while en route and the hand brakes 
to hold a car or train when placed on side-tracks or 
when the train is stopped. 

Where one car is left standing on a side-track, and 
to your judgment the track is level, never depend on 
your own judgment, always secure the car with a hand 
brake, as there may be a storm come up and a high 
wind pressure may start the car to move and cause 
great damage. 

INFORMATION TO CONDUCTORS AND 
BRAKEMEN. 

Engineers and conductors should always bear in mind 
that they have a conductor's valve on a car, which can 
324 



be used to an advantage in case the signal whistle re- 
fuses to respond on the engine when the car discharge 
valve is operated on the car. If a flag stop is to be 
made open the conductor's valve very easy and as soon 
as the engineer takes notice that the brake is applied it 
is his duty to release and answer with the steam whistle. 
On releasing, if he finds the conductor does not close the 
valve, then it is his duty to place his brake valve to lap 
position and keep it there until he is notified by one of 
the train crew to release the brakes. 

Q. 1. What would you look fo it you received an 
order that fire was flying from the rear of your train? 

A. 1. After looking at the journal boxes and the 
foundation gear, and you found everything was cor- 
rect, have the engineer apply the brake and look for a 
brake geared up too tight. If on a passenger car, run 
the slack out with the slack adjuster ; if on a freight car, 
drop the dead lever a hole on each truck. 

Conductors, both in passenger and freight service, 
should always remember after dropping a car out of 
their train or picking up a car, to see that the air- 
brake is properly tested before proceeding. 

Where train brakes have been examined and found 
to be in good condition by the train crew and reported 
to the engineer 0. K., and there was a hose gasket or a 
defective train pipe discovered, so it would be necessary 
to close the angle-cocks and repair same, it is the duty 
of the party in charge to call for a second test of the 
brakes so as to assure you that they are working O. K. 

Q. 2. In winter-time, what would you look for if the 
engineer made two or three stops with the brake valve 
and the brake worked correctly, and when he came to 
make the next stop the brake would not work at all? 

A. 2. This is due to floating ice in the train pipe. 

Q. 3. What would you look for if the brake could not 
be applied with the operation of the brake valve, but 
could be released and recharge the train pipe and aux- 
iliary reservoirs? 

A. 3. This would indicate that the lining of the 
air-hose had worked loose and when the air was passing 
through the hose it opened a passageway, but when the 
reduction was made ahead of the loose lining then the 
pressure behind forced the lining up in a bunch and 
closed off the opening, as the train-pipe pressure could 
not escape. Then there was no auxiliary prpsgure to 
move the triple piston. This is what is termed a trap 
325 



door in an air hose. 

The adjustment of the foundation brake gears must 
be so made that when standing, with a full service ap- 
plication, the pistons will travel out of the cylinders 
not less than six inches on all cars, and enough more to 
give sufficient clearance between the shoes and wheels, 
but not to exceed eight inches. 

The conductor's valve is placed inside of passenger 
equipment cars and cabooses and is connected to the 
train-pipe. It has no cutout cock. When it is desired 
to stop a train with this valve, by signal or otherwise, 
it should be opened according to necessity and left open 
until the train has stopped. 

When trains are being backed a trainman must ride 
on the rear end to operate the hand brakes, air brakes 
and air whistle. If necessary to apply the brakes gently 
the valve should be opened gradually until the desired 
force is felt and continuously drawn off until the occa- 
sion for such an application has been removed or train 
has stopped. To close valve while train is running will 
cause brakes to release. The valve should be thrown 
wide open in emergency cases and left so until the train 
has stopped. A three-quarter-inch cock and pipe fit- 
tinsrs must be used as a valve. 

When an engine and tender is coupled up to a train, 
and the air-hose couplings are united, and the air is 
turned in from the tender to the train, and after wait- 
ing a period of time the engineer discovers the air pres- 
sure is not accumulating properly, it is his duty to notify 
the conductor to that effect. The-e is something wrong. 
The air pressure is not increasing- and the gauge is not 
showing the proper register. I always notify the con- 
ductor to close the angle-cock on the rear of the tender 
and then go up in the cab of the engine and notice just 
how the air nump is accumulating the pressure. If you 
find that 0. K., then you know the trouble is on the train. 
Take 10 cars at a time and it will only take a short 
period of time to discover the car that is giving you 
the trouble. Always bear in mind all air pumps these 
day are placed under an orifice test and it is very hard 
to place the blame on the air pump and the apparatus 
located on the engine unless you are positive the trouble 
is there. Closing the angle-cock on the tender will 
tell you that. If you diocover the trouble on the engine 
nn+ify tHc exigine'er to hunt his trouble and make re- 
pairs. Then you will hunt for the rest of the trouble 
326 



that may be on the train. 

PARTING OF TRAIN. 

After arriving at the point of separation trainmen 
will close the hose cocks, after makin,^ everything safe; 
will signal engineer to release brakes, back up and 
couple, open hose cocks and make a test to determine 
that rear brakes will apply and release promptly in 
response to brake valve on engine. 

COAL OR WATER STOPS. 

Locomotives handling more than 15 passenger cars 
should cut loose from the train to take on coal or 
water. In which case, if the train is directly on a level 
track, the air-brakes on train may be left applied. If 
on a grade of any per cent, the hand brake must be 
applied to secure a train and not an air-brake. 

Locomotives handling 20 freight cars or more must 
cut loose from the train to take on coal or water. In 
which case, if the train is directly on a level track, the 
air-brakes on train may be left applied. If on a grade 
of any per cent, the hand brake must be applied to 
secure a train and not an air-brake. In passenger serv- 
ice, 15 cars at 70 feet to the car, the length of the train 
would be 1050 feet; 20 freight cars, 40 feet to the car, 
the length of the train would be 800 feet. 

If repairs to a broken train-pipe or crossover-pipe 
cannot be quickly made, and brake and signal couplings 
cannot be forced together for allowing air to pass 
through the signal pipe, the car should be switched to th« 
rear end of the other air-brake cars. When it is neces- 
sary to place a car having a broken train-pipe to rear 
of a passenger train its hose cocks should be closed and 
its couplings united with those ahead of it, cutting in 
the air pressure so that should the cars separate at that 
point the brakes would automatically apply and stop 
the train. A trainman must ride the rear car at all 
times when its air-brake is inoperative. 

Should a burst hose stop a train in a dangerous local- 
ity, the engineman will supply sufficient air to locate it. 
If found on a passenger train, the angle-cock ahead of it 
should be closed and auxiliary reservoirs in rear of it 
bled and the train proceed to a safe place for making 
repairs, tests, etc. If on a freight train, judgment 
should be used whether to proceed as above or close the 
other hose cocks and apply new hose. 

In passenger equipment, cars should not leave a shop 
327 



or terminal yard with either its hand or air-brakes in 
defective condition. 

Trains standing in road service over five minutes 
should have hand brakes applied so engineer could re- 
lease the train brake and have an opportunity to re- 
charge the train-pipe and auxiliary reservoirs, so when 
the signal is given to proceed if he needed the brake 
immediately it would be ready for service. 

A car with both its hand brake and air-brake de- 
fective must not be run at the rear of any train. 

Should a brake in passenger service become defective 
en route it must be reported by wire to its nearest in- 
spetcor and the superintendent. 

Hand brakes should not be used on cars having air 
cut in except in emergency. When a part air train is 
being backed the hand brakes must be used on the rear 
to prevent the train parting. All ordinary braking 
must be done by the engineer ; hand brakes used only in 
emergency or in the event of air-brake failure. 

Cars being placed on side-tracks or any place where 
the car is to remain, the air must be bled out of the 
auxiliary reservoirs so the brake on the car is released, 
then a hand brake put on. 

Where engines and tenders are to be used to move 
the cabin car from the cabin track up to where the 
train is made up, the engine and tender must be coupled 
to the cabin and the air gauge tested with a short 
train pipe. It is a very poor policy to test air gauge 
in cabin with a long train. 

DOUBLE-HEADING. 

When two or more locomotives are coupled together 
on the same train, the air-brake and signal hose must 
be coupled through to head engine and operated there- 
from. The double-headed cocks beneath brake valves on 
other engines must be kept closed, handle of brake 
valves left in running position and their pumps run and 
full charged, and full pressure maintained in the main 
reservoirs ready for assuming control of the train-pipe 
at any time or moment. In case of failure to the head 
engine, it should be placed next to the train as soon 
as possible, but until this is done brakes should be oper- 
ated from the second engine. 

All interested must endeavor to prevent air-brake 
failure and leaks. 

Where a car brake is defective and must be put to the 
328 



rear of train, put on a defective card, marking the de- 
fect. 

In case of an air-brake failure the engineer must 
leave brake valve handle in the emergency position. 
Then, with the conductor and other employees, will look 
at the position of all cocks, retaining valves and the 
position of handles, number of brakes found set, inches 
each piston traveled out, number of brakes cut out and 
disabled pipes, if any; the total number of cars in train; 
and thus be enabled to report in detail to the proper 
officer. 

What would you do if you broke the pipe off leading 
to the conductor's valve or the valve started to leak so 
you could not receive any train-pipe pressure? 

Plug the pipe and proceed. 

What would you do if coupling up engine and tender 
to train and the engineer notified you it was an impossi- 
bility to receive any air, or a low brake-pipe pressure? 

Close the angle-cock behind the tender, climb right 
up in the cab of the locomotive and look at the air gauge. 
If the air gauge shows an increase in pressure get busy 
and hunt the trouble on the train by taking five to ten 
cars at a time, just according to the length of the train. 

MAKING UP TRAINS AND TESTING BRAKES. 

Switch and trainmen when making up trains and test- 
ing brakes must place all air-brake cars next to locomo- 
tives, cutting in all brakes unless carded defective with 
at least two quick-action triple valves in good condition 
next to tendeir, and never more than two cutout brakes 
together among other good brakes. They must see that 
cocks are in proper position and hand brakes released 
before air is turned in from the engine. 

After train has been coupled, stretched and charged 
to maximum pressure the engineer must be signaled to 
apply brakes, when it must be noted that they do not 
apply in the emergency with a service application and 
that each working brake has between six and seven 
inches piston travel. Engineer must then be signaled 
to release brakes. When each must again be examined 
to know that it has released. Any triple valve that is 
causing improper operation of the other should be lo- 
cated and cut out, carded, any defects discovered must 
be corrected and tests repeated until it is found that all 
the brakes in the train work correctly. 

The above test need not be complied with following 
329 



the separation of couplings for local switching or when 
locomotive and train have parted, further than to de- 
termine that rear brakes apply and release promptly 
in response to brake valve on engine. 

As it requires one to three minutes to charge an 
empty auxiliary reservoir, no attempt should be made 
to test a brake before it has been charged. 

When extra cars are attached to passenger trains on 
route they must be charged by the locomotive placing 
them. 

The conductor and engineer must always be informed 
as to the number of cars with the brake in good working 
order and general character of the make-up of train, 
respecting positions of loads, empties, etc. 

For quick service when testing a train of brakes, two 
men should be employed, each taking the number of 
cars allotted them, the first man to start from the head 
end and working back to the middle of the train, while 
the second man working from the middle to the rear 
end. When signal is given to release he should return 
and see if brakes are all released, then he should notify 
the head man that his portion is O. K; the No. 1 man to 
notify the engineer the condition of brakes. 

DEAD ENGINES. 

Dead engines and tenders en route must have cutout 
cock beneath engineer's brake valve closed, signal re- 
ducing valve at cutout cock closed, handle of brake 
valve in running position, with at least one brake work- 
ing either the tender or driving wheel-brake, with at 
least three to five cars between the engine. 

When an angle-cock is opened on the rear of a train 
by one of the train crew it must be left in that position 
until the train comes to a full stop. After the stop has 
been made, then close it. 

What would you do if you broke the crossover pipe 
between the cutout cock and the triple valve, the founda- 
tion gear became disabled, the triple valve, the brake- 
cylinder or the auxiliary reservoir? 

Put a defect card on marking the defect, and proceed. 

What would you do if you broke the train pipe or the 
angle-cock off the pipe, or broke the crossover pipe be- 
tween the drain cup and the cutout cock, the drain cup 
or the cutout cock became disabled, or you had a burst 
air-hose and you could not remove it? 

Put a defective card on marking the defect, put it at 

sao 



the rear of train, and proceed. 

CLEANING OF BRAKE-CYLINDERS ON FREIGHT 
CARS. 

To all air-brake repairmen or men who have charge 
of brake-cylinder cleaning just a few words of good 
advice in reference to cleaning of brake-cylinders: I, as 
well as the I. C. C. people, was very much surprised 
when we started in to make our tests on Frackville 
Grade and put the cars in condition to proceed down the 
grade, as each and every car was inspected individually. 
There was a great surprise when cylinders were taken 
apart which had been stenciled, cleaned and lubricated 
just a few days previous and discovered that they had 
not been taken apart for months. Some of the leathers 
were worn clean through at the lower part of the cylin- 
der; others where the expander fits in the leather. The 
leather was cracked nearly the full diameter of the 
leather; others, expanders out of their places where 
triple valves had been removed, the auxiliary gaskets 
leaking and plugs in the exhaust port of the triple 
valves very loose and retaining valve joints and connec- 
tions only partly screwed together. We all know that a 
good brake for grade work depends all on the condition 
of the above work, and I must say it is a disgrace to a 
man to have his initials stenciled on cylinders in that 
condition. 

CAR INSPECTORS. 

In making up trains see that all air cars are associ- 
ated together and the air-brakes are in good working 
order. If when the train is made up and time is up 
for the train to start and there should be a defective 
brake in the train, the car should be removed and re- 
paired at once. If a perishable car or a stock car ,and it 
must be moved, the car should be carded, the conductor 
notified and the car repaired at its destination. 

In making up trains and looking over same, piston 
travel should be looked after and kept to a standard. 
See that there are no leaks in the train-pipe. Good 
judgment should be used in reference to air-hose and 
no chances taken on same. If a hose should burst while 
the train is running at a high rate of speed the damage 
done would be slight and perhaps none at all, but at low 
speeds it is liable to do great damage to cars and their 
lading. 

331 



In putting in new hose gaskets always see that the 
grooves are cleaned out properly before replacing same. 
Bear in mind, if you don't clean them out the trainmen 
cannot replace the gasket when it is necessary for them 
to do so. 

To apply a freight triple valve to a passenger car 
brake it is liable to throw the whole train into quick 
action when the engineer is making a service applica- 
tion with the brake valve. 

All hand adjustments should be made with the slack 
adjuster standard to zero position. To replace worn 
shoes it is only necessary to screw adjuster to left. 
They should be cleaned and oiled each time the brake- 
cylinder receives attention. 

In absence of air pressure the piston travel on ten- 
ders and freight cars may be adjusted and determined 
by first forcing the push rod into cylinder as far as it 
will go, then making a chalk mark on the push rod next 
to piston sleeve and winding the hand brake tightly. 
The distance the chalk mark travels will equal the piston 
travel. 

In cleaning brake-cylinders always be sure to clean 
the leakage groove and see that the cylinder is all 
cleaned out ahead of the standard piston travel. In 
cleaning cylinder always use a piece of emery cloth on 
the front of the cylinder in case a piston should travel 
above the standard, for some unknown cause, so the 
brake piston will not stick in the cylinder and hold the 
brake on after the triple valve has gone to release posi- 
tion. 

In cleaning a K triple valve always remove it from 
the auxiliary reservoir, so you can see the condition of 
the retarding spring and stem and the retarding device 
body. 

Angle-cock or cutout-cock handles found loose should 
be repaired at once. 

Auxiliary reservoirs 16x42 to be used with 16-inch 
brake-cylinder. 

Auxiliary reservoirs 16x33 to be used with 14-inch 
brake-cylinder. 

Auxiliary reservoirs 14x33 to be used with 12-inch 
brake-cylinder. 

Auxiliary reservoirs 12x33 to be used with 10-inch 
brake-cylinder. 

Auxiliary reservoirs 10x33 to be used with two 8-inch 
brake-cylinders. 

332 



Auxiliary reservoirs 10x24 to be used with one 8-inch 
brake-cylinder. 

Auxiliary reservoir 10x14^/^ to be used with Westing- 
house automatic brake-valve. 

Auxiliary reservoirs 10x12 to be used with brake 
valve. 

Where pressure of air is to be carried in train-pipe 
and auxiliary reservoirs above 70 pounds, then the 
10 X 141/^ reservoir is applied. 

ENGINEERS. 

Percentage of braking powers based on 50 pounds 
brake-cylinder pressure driving wheels should be braked 
70 to 80 per cent, and tender wheels 80 to 90 per cent, 
based on 60 pounds cylinder pressure, and freight cars 
70 to 75 per cent. All calculations ^o be based on light- 
est weight resting on rails beneath wheels having brake 
shoes. Passenger equipment car wheels should be 
braked 90 to 95 per cent. Cabin cars braked at 40 to 
45 per cent., based on 60 pounds cylinder pressure. 

Let us take the highest percentage of braking powers 
on a locomotive and with these figures of percentage we 
can understand that the largest locomotive does not 
hold any more in proportion than the smallest one. 
For instance, if a locomotive was to weigh 500,000 
pounds and its braking power was 80 per cent, of 
500,000 pounds, it would be braked at 400,000 pounds. 
Therefore, if a locomotive weighing 200,000 pounds was 
braked at 80 per cent, the braking power would be 
160,000 pounds. So you can understand that the large 
locomotive weighs two and a half times as much as the 
small one, and it just takes two and a half times the 
power to hold it, but the braking powers in accordance 
are all the same. 

It is always proper when charging an auxiliary reser- 
voir to locate a gauge in the reservoir where the bleed 
valve is located, and note the timxe it takes to charge it 
with the different types of triple valves. Information to 
air-brake inspectors. 

Time in Seconds 
To Charge 
Auxiliary Keservoir 
Type of from 

Triple Valve. to 70 pounds. 

F 24 36 to 46 

G 24 36 to 46 

333 



F 25 19 to 26 

F 1 36 to 46 

F 2 18 to 27 

HI F 36 59 to 79 

H 2 H 49 36 to 46 

PI F 27 36 to 46 

P 2 F 29 , 18 to 27 

K 1 105 to 125 

K 2 68 to 78 

This is taking the triple valves just as discovered 
when attached to engine, tender and train. 

PHILADELPHIA & READING RAILROAD. 
FRACKVILLE GRADE. 

Located in the State of Pennsylvania, Schuylkill 
County. This grade is 5 1-10 miles long and is situated 
865 feet higher than Pottsville. The average feet of 
the grade per mile is 175 3-10 and is a 3% per cent, 
grade. 

AUGUST 1, 1919, 

First test made by the Interstate Commerce Com- 
mission to operate coal trains down this grade with air- 
brakes alone. 

The train was made up as follows: 

One articulated Mallet locomotive, No. 1806, weight 
478,500 pounds, and tender, combined weight, 648,500 
pounds. Size of air compressor, 8^/^ compound Westing- 
house. Main reservoirs, three, combined capacity 74,979 
cubic inches. Type of brake equipment on locomotive, 
A 1 S. W. B. Westinghouse. Main reservoir pressure: 
Minimum, 110 pounds; maximum, 140 pounds. Brake- 
pipe pressure registered in cab of locomotive on aii 
gauge, 91 pounds. Brake-pipe pressure registered in 
cabin in rear of train, 86 pounds. Brake-pipe leakage, 
8 pounds per minute from a pressure of 90 pounds. 
Number of cars in train, 36. Total tons behind tender, 
2386. Number of brakes operating, 36; number inopera- 
tive, none; operative, 100. Number of retainers tested, 
35; number effective, 34. Number mountain efficient 
brakes by thermal test, 32. There were QQ 1-3 tons per 
brake. Maintain efficiency by thermal test and tons per 
mountain brake cannot be determined in this test, due 
to the use of hand brakes. Tonnage as shown for in- 
dividual cars in gross tons, 2240 pounds. Total tonnage 
behind tender is computed on the short ton, 2000 pounds, 
334 



basis. 

This test was destroyed by the wasting of air on the 
fourth cycle made. This is where they comprehended 
the necessity of the efficiency of a hand brake and it 
was given immediately. TWenty-eight hand brakes ap- 
plied and remained applied until we reached St. Clair, 
or the foot of the grade. Train departed Frackville at 
3.101/2 P. M.; passed St. Clair at SAOVz P. M. 

METHOD OF OPERATING TRAINS ON FRACK- 
VILLE GRADE. 

The following rules will obtain in preparing and 
operating the test trains to be run down Frackville 
Grade : 

Brake pipe and main reservoir pressure to be the 
standard now in eifect on that grade. 

Brake-pipe leakage must not exceed 5 pounds per 
minute from 70 pounds pressure. 

Brake piston travel on all cars to be adjusted to be- 
tween 6 and 8 inches. 

Retaining valves on all cars to be put in such condi- 
tion that on test they will hold the shoes firmly against 
the wheels for two and a half minutes after the triple 
valve is released and will show a good blow at the ex- 
haust port when retainer handle is turned down. 

Retainers to be tested as follows: A 15-pound brake- 
pipe reduction shall be made and as soon as the brake 
valve exhaust closes the brakes shall immediately be 
released, the observer to begin taking test time on the 
retainers as soon as the triple is heard to release. At 
the end of three minutes, the engineman will again make 
a 15-pound reduction, releasing as previously when the 
brake valve exhaust closes, continuing this until all re- 
tainers have been tested. 

The brakes shall be operated while descending the 
grade by the regular engineer of the locomotive drawing 
the train, and any instructions that it may be found 
necessary to give him shall be transmitted through 
someone selected for that purpose, and only the one 
selected shall issue instructions to the engineer while the 
train is in motion. 

Upon arrival at the foot of the grade the train shall 
be stopped and remain standing until a thermal test has 
been made by the observers. 



335 



RUNNING BRAKE PRACTICE. 

P. & R. Railroad train, extra, Engine 1806, August 
7, 1919. 

Main reservoir pressure at Summit, 110 pounds mini- 
mum, 140 pounds maximum. 

Brake-pipe pressure at Summit on locomotive 91 
pounds; brake-pipe pressure at Summit on cabin car 
86 pounds. 

Departure time, 3.10 1/2 P. M. 

Number of hand brakes, 28. Time of making first 
application, 3.12^ P. M., taking from a stop watch. 

Application Red. Time. M. R. Time in Estimated Speed 

B. P. in held press release and M. P. H. at 

No. press. lbs. on. at rel. recharged. appli. release. 

1 91 8 68 140 20 10 6 

2 85 25 73 140 33 10 6 
a 85 30 77 140 40 9 5 

4 85 35 140 140 64 8 6 

5 85 27 83 140 47 8 6 

6 85 25 118 140 83 8 5 

7 91 20 30 140 44 8 5 

8 95 16 85 140 38 9 6 

9 90 17 123 140 48 8 6 

10 90 18 42 140 158 9 6 

11 90 13 44 140 54 9 5 

12 90 12 35 140 89 8 5 
18 90 8 30 136 .. 10 6 

Remarks — Piston travel under cars variated from 4h^ 
inches up to 7V2 inches. This is running piston travel 
after the train arrived at St. Clair. 

These tests were directly under the superivision of 
William J. Patterson, Assistant Chief, Bureau of Safety, 
Interstate Commerce Commission; Mr. Howard, Mr. 
Cash, Mr. Hamilton, Mr. Bromley, I. C. Representatives; 
Alonzo W. Deal, Sr., Air Brake and Machinery Exami- 
ner, P. & R. R. R. 

TEST NO. 5. 

There were a total of eight tests made. The first test 
was lost and the other seven tests were absolutely per- 
fectly and safely conducted, the brakes being applied 
and released and the train kept directly under control 
with the air-brakes alone. 

August 12, 1919. 
TEST NO. 5. 

One articulated Mallet locomotive, 1806. Weight and 
tender. 

You wlill notice the first locomotive in test No. 1 was 
used in test No. 5. 

Total tons behind tender, 2382. 

Brake-pipe leakage, 7 pounds per minute from 90 
336 



I 



pounds pressure. 

Number of cars in train, 36. 

Number of brakes operated, 36; number inoperative, 
0; operative, 100. 

Number of retainers tested, 36; number effective, 36; 
efficient, 100. 

Number of mountain efficient brakes by thermal test, 
30. 

Number of tons per mountain effective brake, 79.4. 

RUNNING BRAKE PRACTICE. 

August 12, 1919. 

P. & R. Railroad train, extra, 1806. 

Main reservoir pressure at Summit, minimum 115 
pounds. 

Main reservoir pressure at Summit, maximum, 140 
pounds. 

Brake-pipe pressure at Summit on locomotive, 90 
pounds. 

Brake-pipe pressure at Summit on cabin car, 86 
pounds. 

Number of hand brakes used, none. Time of making 
first brake application, 2.19 P. M. 



Application 


Red. 


Time. 


M. R. 


Time in 


Estimated Speed 




B. P. 


In 


held 


press 


release and 


M. P 


H. at 


No. 


press. 


lbs. 


on. 


at rel. 


recharged. 


appll. 


release. 


1 


90 


10 


12 


120 


14 


8 


8 


2 


87 


7 


10 


119 


33 


8 


7 


3 


90 


8 


10 


120 


15 


8 


8 


4 


90 


10 


16 


125 


8 


8 


7 


5 


85 


10 


40 


140 


80 


8 


6 


6 


88 


12 


48 


140 


24 


8 


6 


7 


90 


16 


35 


140 


37 


in 


R 


8 


90 


13 


18 


130 


30 


8 


e 


9 


90 


12 


14 


130 


29 


8 





10 


90 


10 


24 


140 


18 


7 


e 


11 


90 


15 


18 


135 


82 


8 





12 


90 


11 


20 


131 


40 


7 


e 


13 


90 


10 


15 


128 


55 


6 


5 


14 


90 


10 


15 


128 


45 


8 


6 


15 


92 


10 


20 


132 


22 


7 





16 


90 


12 


21 


135 


80 


7 


6 


17 


90 


14 


25 


135 


26 


8 


e 


18 


90 


16 


20 


131 


35 


7 


5 


19 


90 


13 


24 


185 


21 


7 


R 


20 


90 


15 


28 


181 


25 


8 


6 


21 


90 


13 


26 


132 


28 


8 


A 


22 


90 


15 


SS 


135 


28 


8 


6 


23 


90 


15 


49 


140 


23 


8 


6 


24 


90 


18 


43 


137 


25 


8 


e 


25 


90 


20 


34 


188 


36 


8 


A 


26 


90 


15 


25 


135 


27 


8 


6 


27 


90 


15 


16 


130 


135 


8 


e 




90 


12 


18 


129 


79 


8 


7 




90 


10 


14 


125 


43 


8 


7 


30 


90 


e 


11 


122 


101 


7 


7 


31 


90 


6 


28 


130 


50 


10 


7 


Average 


12.8 


23.4 




86.0 







387 



Piston travel under cars variated from 4^ inches up 
to 7V2 inches. This is running piston travel after train 
arrived at St. Clair. 

This is what is considered very fine braking for a 
grade of this per cent., the operator of the brake valve 
being an old and experienced engineer on this grade, 

A. W. DEAL, 
A. B. & M. E. 

FRACKVILLE GRADE. 

August 6, 1919. 
To Whom it May Concern: 

Your information this date. If at any -time you are 
requested to present yourselves either before the Man- 
agement of the Corporation you represent as an Air 
Brake Supervisor or you are called to Washington, 
D. C, to have an interview with the Interstate Com- 
merce Commission, Bureau of Safety. 

In reference to the operation of trains on grades by 
the use of air-brakes alone, take good advice and never 
criticise the condition of cars accepted on your tracks 
from the different railroads in the United States, due 
to the fact that under a close inspection you will find 
the cars that belong to the Railroad Corporation you 
represent to be in the same condition as the other cars 
you examine. 

Here is the proof of same. On August 6, 1919, at 3.15 
P. M., Mr. Patterson, Assistant Chief, Bureau of Safety 
of the I. C. C. people, and Mr. Deal, the Philadelphia & 
Reading representative of air-brakes made a test of 
six cars just as they were located in the train, and must 
say all of the cars Were equally the same — C. & O., 
D., L. & W., Pennsylvania, U. R. R., K. G. J. & E. and 
Philadelphia & Reading. After brakes were applied 
and released, with retaining valves all placed in retain- 
ing position. To retain the retainers just might as well 
have been left in full release as to be in retaining 
position, as they all were useless. After we started in 
to put cars in condition to proceed down the grade we 
discovered all cars in the same condition. There were 
eight (8) trains taken down the grade, wfiich repre- 
sented 35 cars to a train, which made a total of 280 
cars for the eight trains. 

We all must say 80 per cent, of the retaining valves 
were useless, due to improper placing of the retaining 
valves on cars, which were mostly of weighted class. 



Some were hung out of line; others never had been 
looked after, filled with dirt, w/om pin valves and seats, 
loose retainers on cars, pipe joints corroded and pipes 
shaken loose; not only on one class of cars, but all cars 
equal in these tests made. With the 280 cars attached 
in these eight trains we represented about forty differ- 
ent railroads. 

Yours truly, 

ALONZO W. DEAL, SR., 
Air Brake and Machinery Examiner. 

EFFICIENCY. 

That means all cars must be tested equal and all put 
in good condition before proceeding down grades. 

To all trainmen operating trains on a grade: First, 
it is your duty to set up as many retainers as you de- 
sire for controlling the speed of the trains on the 
grade. After you have the retainers all set in their 
proper positions, then it is the duty of the engineer to 
whistle on brakes and make a 20-pound continuous 
brake-pipe reduction. After the brake valve exhaust 
ceases to operate, whistle off brakes, and when the 
brakes are released then it is the trainman's duty to 
see how* long the brakes will remain applied with the 
retaining valves in retaining position. All brakes should 
remain applied at least three minutes. If they remain 
on in that period of time then you can realize that hand 
brakes must not be applied unless the engineer calls for 
brakes or you yourself notice the train is exceeding the 
speed limit. 

So we, as railroad men, who were at these tests made 
on the grade must say the eight days' work performed 
on Frackville Grade, which represents a grade of 3% 
per cent., were perfect and safe and hand brakes are 
out of the question for safety so long as the air-brakes 
are operating O. K.. Due to the fact that a retainer 
when in condition represents a brakeman, and no 
brakeman on any railroad in the United States can place 
a hand brake on a car to correspond with an air-brake. 
That is what makes it perfectly safe. But remember, 
all cars must be in good condition and have the same 
attention as the cars that passed down the grade the 
days the tests were made. 

No doubt there are many men who will criticise the 
idea of the air-brake being safer than a handbrake. 
Yet when one understands the air-brake operations, he 
339 



must agree to the fact. First, let us say we will use 
hand brakes just the way we did previously. The hand 
brakes are all set up tight and a brake club is used. 
After those brakes are once set up as far as the brake- 
man can place them with a brake club, then they do 
not start in and let up on the brakes again. They 
remain set until the bottom of the grade is reached. 
Now, when they come to a let-up in the grade the engi- 
neer works steam to assist the train through the let- 
ups, but where the air-brake is used the engineer can 
place in the brake-cylinder the pressure he desires — 
light applications for let-ups and heavy applications for 
the increased depth of the grade. Why? Because the 
train is directly under his control. 

TO THE READERS OF THIS BOOK. 

August 14, 1919. 
Gentlemen: 

Your information this date concerning the tests made 
on Frackville Grade, August 7 up to August 15, omit- 
ting the Sabbath Day, August 10. 

Must acknowledge as an air-brake expert that theso 
tests made on the above grade were absolutely safe anu 
perfect, as each and every car was placed in good con- 
dition before starting down the grade, and at no time 
while cars were being placed in condition did the I. C 
C. people slight one car. All cars were equal. These 
tests were directly under the supervision of 

MR. WILLIAM J. PATTERSON, 
Assistant Chief, Bureau of Safety, 
Interstate Commerce Commission. 

Again I must acknowledge the receipt of the other 
four experts present on the grade in regard to the air- 
brake subject. I personally comprehend that we could 
not have had four men on that subject any better fitted 
for the occasion than those that were present, as each 
and every move they made in preparing the trains to 
proceed down the grade was made in a practical man- 
ner, and through those moves it acknowledges the re- 
ceipt of those men thoroughly understanding their busi- 
ness. 

Yours truly, 

ALONZO W. DEAL, SR., 
Air Brake and Machinery Examiner, 
P. & R. R. R. System. 
340 



Washington, D. C. 
Frank McManamy, Assistant Director, 
Division of Operation, 

U. S. Railroad Administration, 

Washington, D. C, August 18, 1919. 
W. P. Borland, Chief, 
Bureau of Safety, 

Interstate Commerce Commission, 
Washington, D. C. 
Gentlemen: 

In accordance with arrangements between the Rail- 
road Administration and the Bureau of Safety, Inter- 
state Commerce Commission, demonstrations have been 
conducted on the Philadelphia & Reading Railroad for 
the purpose of controlling the speed of trains without the 
use of hand brakes. 

The following participated: 

PHILADELPHIA & READING RAILROAD. 
Mr. Borell, Engineer Motive Power. 
Mr. Scheifele, Road Foreman of Engines. 
Mr. Boyer, Assistant Road Foreman of Engines. 
Mr. Gallagher, Road Foreman of Engines. 
Mr. Deal, Air Brake Instructor. 
Mr. Runkle, Foreman Car Shops. 
Mr. Stillwagon, Foreman Air Brake Men. 
Mr. Hess, Assistant Train Master. 
Mr. Balmer, Freight Train Master. 

INTERSTATE COMMERCE COMMISSION. 

Mr. Patterson, Assistant Chief, Bureau of Safety. 

Mr. Cash, Inspector, Bureau of Safety. 

Mr. Howard, Inspector, Bureau of Safety. 

Mr. Hamilton, Inspector, Bureau of Safety. 

Mr. Bromley, Inspector, Bureau of Safety. 

It was mutually agreed that the most severe operating 
conditions existed on the grade between Frackville and 
St. Clair, and that if trains could be controlled without 
the use of hand brakes on that grade they could be 
handled on other grades of the P. & R. Railroad with- 
out further demonstrations, and on that account the 
Frackville Grade was selected. 

Eight trains were taken from Frackville to St. Clair 
yard, one each day, from August 7 to August 15, inclu- 
sive, exclusive of Sunday, the 10th. On the first day, 
August 7, hand brakes were applied on the train for the 
341 



reason that this was the first time the engineman had 
attempted to control a train on said grade by power 
brakes alone. This inexperience on the part of the 
engineman, together with the fact that he failed to 
comply with instructions as to brake valve manipula- 
tion, caused hand brakes to be resorted to on cycle No. 
4. On all subsequent trains no hand brakes were ap- 
plied. 

There are enclosed herewith reports showing certain 
standing test data, description of train, power brake 
equipment and running brake practice for each train. 

The representatives of the railroad present while 
these demonstrations were being conducted stated that 
while their present unlawful practice is considered by 
them to be safe (using hand brakes), if the equipment 
was kept in proper condition, and the enginemen and 
crews instructed in handling trains on grades by use 
of air-brakes alone, they feel that trains can be safely 
handled. 

After observing the demonstrations, it was apparent, 
and all who participated were satisfied that with proper 
maintenance and manipulation of the air-brakes, it is 
both practical and safe to control the speed of trains 
solely by air-brakes on the Frackville grade of the 
Philadelphia & Reading Railroad. 
Respectfully, 

E. A. BORELL, 

ALONZO W. DEAL, SR., 

JOHN SCHEIFELE, 

JOHN 0. BOYER, 

For Philadelphia & Reading R. R. 

W. J. PATTERSON, 
For Interstate Commerce Commission. 



842 




The above figure shows the sectional view of an orifice 
test to be used in connection with the different class of 
air pumps used on railroads. 

1. Air pumps shall be tested by the use of an orifice 
not less than every three months, and oftener if required 
to be done. 

2. Where altitudes are over 1000 feet, the air pump 
must be increased five (5) single strokes per minute. 

3. Always remember the foundation of the whole 
brake system is the air pump. If every other piece of 
mechanical work connected with an air-brake is in first- 
class condition and the proper amount of air pressure 
cannot be obtained, that renders the brake system use- 
less. 

4. In using the A-1 equipment, I always instruct men 
to see that all connections made at the main reservoirs 
are perfectly tight before using the orifice to make a 
test of the air piTmp. If the air signal reducing valve 
is connected to the main reservoir, close the cutout cock 
in the reducing valve and test the pipe joints leading 
from the main reservoir up to the reducing valve. If 
the straight air-brake reducing valve is connected direct 
to the main reservoir always notes its condition or any 
connections leading from the main reservoir, such as 
air-sanders, bell-ringers, air doors, air reverse, ashpan 
slides, as any of those connections leak will deceive 
the one working the orifice. 

5. When testing the air pump and the E. T. equip- 
343 



ment is used close the cutout cock underneath the brake 
valve; also the cutout cock on the supply pipe leading to 
the distributing valve, which is main reservoir pres- 
sure. Start the air pump and accumulate 60 pounds air 
pressure in the main reservoir, then close the steam 
valve to the air pump and note the leak in the main res- 
ervoir and its connections. If it exceeds 2 pounds per 
minute get busy and find the leak. After you have the 
leak fixed, then orifice the pump, but not before. A leak 
at the main reservoir may be sufficient for you to con- 
demn the pump. Also close the cutout cock leading to 
the signal equipment. 

6. In testing the steam action of the air pump the 
main reservoir pressure should be maintained at 53 
pounds, with a boiler pressure of 125 pounds, and the 
throttle wide open. The stroke of the pump piston 
should be 104 to 106 strokes per minute. If the steam 
pressure is in advance of that pressure close the throttle 
until there is a stroke of the pump piston at the above 
number of strokes, and if it retains the 53 pounds of 
main reservoir pressure then the steam end is in good 
condition. If the pump throttle is wide open, with a 
boiler pressure of 125 pounds of steam, and the pressure 
of air is not accumulated up to 53 pounds of air in the 
main reservoir, then we can understand the steam 
action of the pump is not in condition to provide good 
results. The air inspector in charge should note the 
difference of the strokes of the pump piston with this 
boiler pressure, and if they decrease below the period 
of strokes the company desires them to be tested, and 
the pump should be repaired. 

INFORMATION TO AIR-BRAKE REPAIRMEN. 

Air-pump should be examined at engine houses to 
note the condition of air pistons and loose nuts once in 
every sixty days. 

Copper gaskets should be used for the connections of 
steam pipes to the governors and pump. 

Main piston rods worn one-sixteenth of an inch should 
be replaced. 

Standard packing should be used on piston rods. 

Main valve cylinders worn one-thirty- second of an 
inch should be trued up. 

Where reversing valve rods are worn one-thirty- 
second of an inch between shoulder and button should 
be renewed. 

344 



^ 



Reversing plates worn one-sixteenth of an inch should 
be renewed. 

Where air-cylinders are worn one-thirty-second of an 
inch they should be rebored, and the steam cylinder 
three-sixty-fourths of an inch. 

These cylinders should be bored out at intervals until 
they are one-quarter of an inch increased above the 
standard. 

Where counter bores of main cylinders have been in- 
creased, care must be exercised when placing on the 
heads and center castings that they be central, or trou- 
ble may exist in their operations. 

Air valves should be replaced, when from wear these 
lift, causes pounding and overheating. 

New valves must be ground to seats and fitted for 
three-thirty-seconds of an inch lift. 

These diameters of main pistons must be carried in 
stock for repairs, standard and one-eighth inch larger 
and one-quarter of an inch larger; likewise packing 
rings to correspond. 

GRADUATING SPRINGS. 

Graduating springs made of phosphor bronze wire, 
83-1000 inch in diameter, 12 coils 2^/^ inches long, are 
for plain triple valves used on locomotives. 

Graduating springs made of nickeled steel wire 8-100- 
inch in diameter, 13^ coils 2% inches long, are for 
quick-acting triple valves on passenger cars and some 
tenders. 

Graduating springs made of nickeled steel wire 
49-1000-inch in diameter, 16 coils 2% inches long, are for 
quick-action triple valves on freight cars and feed valve 
attachments on engines, and under no condition must 
they be used in passenger triple valves. 

October 7, 1919. 
Gentlemen: 

On the above date I had the honor conferred upon me, 
the said Alonzo W. Deal, Sr., by the General Manager, 
Mr. F. M. Falck, of the Philadelphia & Reading Rail- 
road, through the office of the Superintendent of Motive 
Power, Mr. I. A. Seiders. It was his desire to have 
forwarded to his office the outlines pertaining to the 
training of soldiers that were performed at South Beth- 
lehem, Pennsylvania, by their supervisor. 

As this training was directly under the supervision of 
845 



Mr. A. W. Deal, it was an impossibility for anyone wiiat- 
soever to present the outlines covering this training 
but the one who was in charge of this patriotic work. 
After reading over the letter carefully, forwarded from 
the General Manager's office, the writer felt more than 
highly honored to realize that there was an appeal made 
by the Captain of the Coast Artillery Training Center, 
Fort Monroe, Virginia, as they contemplated in taking 
up the training of officers and men of the railway regi- 
ments in railway, and it was his desire to be furnished 
with the correct information regarding the schedule and 
subjects taught, etc., in course given by the said com- 
pany pertaining to the training of engineers and fire- 
men for overseas service at the time of the signing of 
the armistice. 

Yours truly, 
(Signed) HAROLD A. JOHNSON, 

Captain. 

GENERATION RECORD 
Government Control of Railroads. 

George W. Deal, the father of the writer of this book, 
entered the service of the North Pennsylvania Railroad, 
1852, and departed this life 1895. Years in service, 43. 

Alonzo W. Deal, Sr., entered the service of the North 
Pennsylvania Railroad November 1, 1876, and is in 
service at the present time. 

Alonzo W. Deal, Jr., grandson of George W. Deal, 
entered the service of the Philadelphia & Reading Rail- 
road 1904, and remained in the service until December 
1917; 13 years in service. 

1852 to 1895 43 years 

1876 to 1919 43 years 

1904 to 1917 13 years 

Total 99 years 

Railroad service. 

September 6, 1918. 
Lehigh University, South Bethlehem, Pa. 
Henry Sturgis Drinker, President. 
It gives me great pleasure to pay this tribute of ap- 
precition and regard to Mr. A. W. Deal, Sr., Air Brake 
Instructor of the Philadelphia & Reading Railroad Com- 
pany. 

Last spring our University was requested by the 
War Department to take on drafted men from the can- 
346 



I 



tonments to be assigned here by the War Department 
for training in several vocational pursuits. Among these 
it w<as suggested that we give intensive training to loco- 
motive engineers and firemen, to fit them for immedi- 
ate service in France. The Philadelphia & Reading 
Railroad Company cordially co-operated in this and 
placed their air-brake instruction car at South Bethle- 
hem and detailed Mr. Deal to come here and take charge 
of the practical side of this training, which was supple- 
mented at the University by instruction in our Depart- 
ment of Mechanical Engineering. 

Mr. Deal has most patriotically and ably carried on 
the work in a manner highly satisfactory to the Govern- 
ment and to the University, and his services have been 
and are highly appreciated. 

Very sincerely, 

HENRY S. DRINKER, 
President of Lehigh University. 



347 



INDEX 

Page 

Writer's Biograph 1 

Railroad Catechrsm 4- 6 

Questions and Answers Newly Employed 

Brakeman Air Brake Subject 6-13 

Preparing to Train Soldiers for Overseas Duty 

on General Pershing's Railroad 14-20 

Questions and Answers Used on the Air Brake 
Subject While Training Soldiers to Be En- 
gineers 20- 53 

Conductors' and Trainmen's Examination Ques- 
tions 53- 74 

Train Crews, Air Brake Schedule, Brakes Opera- 
tive and Inoperative, Information Conductors 

and Trainmen 74- 76 

L Triple Valve Instructions 77-82 

Defects and Remedies L Triple Valve 82- 85 

Type W Common Standard Universal Valve. In- 
structions 85- 90 

Universal Valve Defects 90- 94 

Train Crews on the Alert for the Call of Hand 

Brakes 94- 95 

Westinghouse Cross Compound Air Pump 95-100 

Defects of a Compound Air Pump 100-104 

E. T. Equipment Instructions and Examination 

Questions 104-127 

Defects and Remedies E. T. Equipment 128-135 

Promoting of Firemen to Engineers 136-141 

Mr. Deal, Congratulating Lieutenant Haggard . .142-143 
Mr. William G. McAdoo, Director General of 
Railroads, Investigating the Training of Fire- 
men to Engineers for Overseas Duty 143-145 

Mr. Deal's Letter of Credit from the War De- 
partment, U. S. A., Signed Newton D. Baker, 

Secretary of War 145-146 

Air Pump Governor Defects and Remedies 146-154 

Air Pump with Its Defects and Remedies 155-159 

Main Reservoirs Defects and Remedies 159-160 

Engineers' Equalizing and Discharge Valve with 

Its Defects and Remedies 161-170 

Air Gauges with Their Defects and Remedies .. 170-172 

Equalizing Drum 172-17 3 

Train Air Pipe Defects and Remedies 173-176 

Triple Valves on Engine Tender and Cars, De- 
fects and Remedies 177-181 



INDEX 

Page 
Auxiliary Reservoir Brake Cylinder and Triple 
Valve, Combined Instructions and Defects and 

Remedies 181-183 

High Speed Reducing Valves 184-186 

Retaining Valves 186-188 

Automatic Slack Adjusters 188-189 

Straight Air Brake Defects and Remedies 189-201 

Air Signal Valve Defects and Remedies 202-205 

Slide Valve Feed Valve Defects and Remedies. . .205-207 

Train Whistle Pipe Defects and Remedies 207-208 

Chart Showing the Increasing and Decreasing 
of Piston Travel, Also the Per Cent, of Extra 
Braking Powers. How Long Brake Pipe Ex- 
haust Will Remain Open with a 15-pound 

Brake Pipe Reduction 209-210 

Grade Work 210-212 

Names of Different Pieces Connected with the 

Stephenson Valve Gear 212-216 

Questions Used in Examining Railroad Firemen 

to Be Promoted to Engineers 216-229 

Walschaert Valve Gear 229-236 

Information for Setting Valves of the Walschaert 

Valve Gear 236-238 

Ragonnet Power Reverse Gear 239-241 

Stokers < 241-246 

Sellers' Lifting Injector 246-250 

What Makes a Good Fireman. How to Have 

Good Steaming Engines 250-251 

Sellers' Injector Non-lifting 251-252 

Hancock Lifting Inspirator 252-254 

Non-lifting Hancock Inspirator 254-255 

Superheated Steam Boiler and Engine 256-258 

Drifting Valve 258-260 

Lubrication 260-264 

Road Repairs 264-270 

Sectional View of Front End of Locomotive. 
Questions and Answers in Reference to Their 

Operations 270-274 

Baker Valve Gear 274-275 

Articulated Mallet Compound Engine 276-286 

Articulated Mallet Engines Defects and Reme- 
dies 286-291 

Information Concerning Mallet Compound En- 
gines 291-293 

Electric Headlights 293-298 



INDEX 

Page 
Opinion Recently Rendered in the Case of the 

Vir-ginian Railway Company 298-301 

Schedule Showing Miles per Hour, Time per 
Mile, Minute and Second, Feet per Second. Mr. 
Deal's Opinion in Stopping Trains Running at 

Different Speeds 302-303 

Road Service Not Yard Service .' 303 

Remarks to Engineers 303-308 

Defects in Quick Action Triple Valves. Unde- 

sired Quick Action 308-309 

K Triple Valves 310-314 

Train Pipe Defects 315 

Auxiliary Devices Governor 315-318 

H 6 Automatic Brake Valve with Collapsible 

Equalizing Piston 318-319 

Brake Pipe Vent Valve 320-322 

High Speed Brake Adopted Engine, Tender 

and Cars 323 

Angle Cocks. Good Advice to Trainmen. In- 
formation to Conductors and Brakemen 324-327 

Parting of Train. Coal or Water Stops 327-328 

Double Heading 328-329 

Making Up Trains and Testing Brakes. Dead 

Engines 329-330 

Cleaning of Brake Cylinders on Freight Cars. 

Car Inspectors 331-333 

Engineers. Percentage of Braking Powers .... 333 
Time in Seconds to Charge Auxiliary Reservoir.. 333-334 
Philadelphia & Reading Railroad Frackville 

Grade 334-335 

Method of Operating Trains on Frackville 

Grade 335-337 

Running Brake Practice 337-338 

Frackville Grade to Whom It May Concern 338-339 

Efficiency 339-340 

The Readers of This Book 340 

Arrangements Between the Railroad Adminis- 
tration and the Bureau of Safety 341-342 

Orifice Test 343-344 

Information to Air Brake Repairmen 344-345 

Government Contemplated in Taking Up Mr. 

Deal's Training 345-346 

Generation Record 3 346 



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